Asphalt Pro - June 2018

The Lab & Binder Issue

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

Prepare for Liquid Fluctuations When Maritime Regs Change • Make Multiple Silica Plans • Solve Oxidation at the Silo • Top 3 Tips for Lab Sampling • Oldcastle Preps Houston Port

PAV Basics JUNE 2018 WWW.THEASPHALTPRO.COM

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CONTENTS

asphaltPRO June 2018

departments

42

Editor’s Letter 6 — Thin Profit Equals Thin Future

AROUND THE GLOBE 8

MIX IT UP 10 – Age the Binder Properly for Testing NCAT offers pressure aging vessel tips and tricks for your new lab tech to get the process right.

By Pamela Turner

SAFETY SPOTLIGHT 14 – Put Plans in Place to Protect Workers from Silica Dust at the Plant

By Sandy Lender

TRAINING 16 – How to Unclog the Asphalt Silo Safely

By Sam Bojarski

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32

SOLVE YOUR PROBLEM 18 – Solve Oxidation in the Silo

By Sandy Lender

PROJECT MANAGEMENT 22 – Use Four Keys for Best Lab Tests

By Dan Ridolfi

MEET THE STATE EXEC 24 – APANM’s Brian Jones

By Sarah Redohl

INTERNATIONAL SNAPSHOT 26 – International Vibration From Ammann Group

THAT’S A GOOD IDEA 52 – Monitor the Bogies

By John Ball

PRODUCT GALLERY 54 – New Products for the Paving Contractor’s Bottom Line

OFF THE MAT 58 – 5 Ways to Parlay Patent Infringement into Profits

By Tim Murphy

HERE’S HOW IT WORKS 66 – Roadtec’s CB-100 Conveyor Broom

52 Feature articles 28 – Sulphur Fuel Regulations Poised to Increase Binder Prices

By Sandy Lender 32 – Wizards of Wide Gallagher Asphalt eliminates long joints on Illinois S.R. 50

By Tom Kuennen 40 – Oldcastle Prepares Port for Increased Traffic

By Josh Houston 42 – Keeping ‘Pace’ With Innovation

By Sarah Redohl 48 – The Future of Rubber Modified Asphalts

By Tom Rosenmayer

The Lab & Binder Issue

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

Prepare for Liquid Fluctuations When Maritime Regs Change • Make Multiple Silica Plans • Solve Oxidation at the Silo • Top 3 Tips for Lab Sampling • Oldcastle Preps Houston Port

PAV Basics JUNE 2018 WWW.THEASPHALTPRO.COM

on the cover One of the ways to expand your operation to control uncertainty in materials costs is to supply your own materials with, say, a terminal. See related article on page 28.

Photo courtesy CEI Enterprises Inc., Albuquerque, New Mexico.

editor’s Letter Thin Profit Equals Thin Future

While preparing an article to outline how maritime regulations will affect liquid asphalt binder supply and cost next year, I noticed my opinion seeping in. It was time to bring the discussion to the editorial column where such things are allowed. Are we doing more harm than good when promoting thin overlays for existing pavements?

When I was in high school, I took private lessons from an elderly lady to hone my skill at playing the violin. Mrs. Connelly told me, “If you’re going to make a mistake, make it loud.” She taught me not to play timidly.

Right now, it is my personal opinion that the asphalt industry is being timid in its overuse of thin overlays. The main purpose of placing half an inch of material is to protect an underlying surface while stretching an agency’s pavement maintenance funds, of course. Couldn’t we also protect the underlying surface and provide “more” for the end user with two inches of material? It’s an upsell from a funding standpoint, but it’s a win down the road.

Let’s look at what else two inches of material offers. It offers more structure, more strength, more pavement life, more forgiveness for the new paving crewmembers (think realistically about the incoming workforce), more forgiveness of temperature differentials (both material and ambient) during paving, and the big point—more tons.

I recognize that the asphalt industry is exemplary in its use of recycled materials. We are a standard bearer for environmental sustainability. Our competition can’t hold a candle to us in the carbon footprint or urban heat island arenas. At this point in time, our tonnages are down from the 400 million plus tons per year being produced and placed in the ’80s because the funding for work has been scarce out there (among other factors).

When we get work, we too often place a thin version of what an agency could have. What are we thinking?

As 2018’s construction season began, most contractors were overwhelmed with work.

It’s a bumper of a season already. The buzz on the street is this is “the busiest we’ve been in decades.” Like Fred the Baker meeting himself at the door, most contractors are making mix from dawn to dusk. OEMs are backed up with orders. Plants are running at capacity. Estimators are pulling out their hair trying to keep up with bids and projects and measuring. All of that is great news for progress, and for getting roads and highways back up to safe standards for the end user. Let’s make sure we do it right with depths of lifts that allow nominal maximum aggregate sizes that support traffic for years to come, and that support suppliers and vendors investing in our industry for years to come.

The ramifications of underselling go deeper than merely having a plant close its doors due to lack of sales. When liquid prices skyrocketed in 2008, tonnages being placed dropped. Refiners reacted to that by changing their production. Let me repeat: refiners reacted. The suppliers of the liquid our industry must have access to changed the way they do business. Are you ready to go into the business of refining heavy, sour crudes so you can have the proper residuals to make asphalt cement? That’s a bolder move than even Mrs. Connelly would have proposed. But when we’re offering agencies less than what our industry could give them, we’re setting ourselves up for less down the road. Instead, we should be offering more tons in a competitive manner. A strong profit equals a strong future.

Stay Safe,

Sandy Lender

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June 2018 • Vol. 11 No. 8

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 WORLDWIDE

The Global Rental Alliance (GRA) held its 16th annual meeting at The Rental Show® 2018 in New Orleans. The Alliance reported its latest review of its global survey initiative, which estimates fiscal year 2016 combined rental revenue among the seven GRA associations was US$96.96 billion. This figure represents a 6 percent increase over 2015 rental revenues, as calculated by IHS Markit™ on behalf of the group.

AFRICA

The World Economic Forum (WEF), the Global Infrastructure Hub (GI Hub) and Meridiam launched May 2, a new partnership to help governments across Africa build infrastructure procurement capabilities within their civil services. The Africa Infrastructure Fellowship Program (AIFP) aims to bring governments and the private sector together to support an innovative capability building programme for public sector infrastructure professionals.

GERMANY

Business magazine Brand eins and statistics company Statista have awarded PTV Transport Consult GmbH, headquartered in Karlsruhe, one of the Best Consultants 2018 for transport specialists in the fields of transport, traffic and logistics. For the report, market researchers scrutinized approximately 16,000 companies. PTV Transport Consult was spun off from PTV Group in 2012, and the range of its services includes transport and traffic planning, road safety management, and more.

UNITED STATES

The Asphalt Pavement Alliance (APA) announced in April the Alabama, Arkansas, Florida, Minnesota, Pennsylvania, South Carolina, Tennessee and Washington State departments of transportation are winners of the 2017 Perpetual Pavement Award celebrating long-life asphalt pavements.

ILLINOIS

At the end of March, LafargeHolcim, Chicago, announced its partnership with the U.S.

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Army’s Partnership for Youth Success (PaYS) program to provide opportunities to veterans in the American workforce after their service. The partnership is part of a recruitment option allowing students to simultaneously serve and prepare for their futures. The program allows LafargeHolcim employees to work alongside Army recruiters and ROTC programs in grassroot initiatives to mentor future soldiers and professionals. PaYS partners guarantee job interviews and possible employment to future soldiers and ROTC cadets after their time in the Army.

IOWA

Team Asphalt raised over $11,300 for the Special Olympics of Iowa with the Polar Plunge Saturday, April 14, in 35 degree weather and an icy cold downpour.

NORTH CAROLINA

Martin Marietta Materials Inc., Raleigh, North Carolina, announced April 30 the successful completion of its acquisition of Bluegrass Materials Company, which was the largest privately-held, pure-play aggregates company in the United States, for $1.625 billion in cash. The transaction, which closed April 27, provides a portfolio of more than 125 years of strategically-located, high-quality reserves across Georgia, South Carolina, Maryland, Kentucky and Tennessee. The company also announced that it has reached an agreement with the U.S. Department of Justice (DOJ), which has been submitted to the United States District Court for the District of Columbia as a proposed court order. The agreement, embodied in the proposed order, resolves all competition issues with respect to the acquisition. Under the terms of the agreement with the DOJ, Martin Marietta divested its Forsyth aggregates quarry north of Atlanta, and will divest Bluegrass’ Beaver Creek aggregates quarry in western Maryland. Martin Marietta expects to realize annual synergies of approximately $15 million within 12 months of the transaction’s close date.

Source: ir.martinmarietta.com

WASHINGTON

Zonar, based in Seattle, has entered an agreement with Child Check-Mate System to sell the company’s technology and integrate it with Zonar’s fleet management solutions. School district fleets may leverage this technology to be compliant with the Paul Lee School Bus Safety Law, which requires busing fleets to be equipped with a child safety alert system to help ensure all students have exited the bus. April 16, Zonar announced it is again jointly sponsoring the annual Don Carnahan Memorial Grant opportunity, alongside the National School Transportation Association (NSTA), for up to $50,000 in smart fleet hardware tech to bus contractor members.

WISCONSIN

A new initiative led by the Association of Equipment Manufacturers (AEM)’s Ag Sector Board aims to increase the number of equipment-specific courses being taught in high schools today, to help expand awareness of and enthusiasm for the equipment manufacturing industry. With help from the Equipment Dealers Association (EDA), the two organizations have awarded 32 educators from 15 states partial scholarships for certification in equipment courses starting this summer. The courses, offered through the Curriculum for Agricultural Science Education (CASE), will qualify teachers to begin teaching the courses this coming fall and reaching over 2,200 students in the 20182019 school year. Since the launch of the CASE curriculum, more than 2,500 teachers have achieved certification to teach its classes. The teacher certification initiative is just one piece of AEM’s broader, comprehensive workforce development initiative crossing the agriculture equipment and construction industries.

WYOMING

The 55th Annual Petersen Asphalt Research Conference (PARC), hosted by Western Research Institute, takes place July 15 through 18 in Laramie. Visit www. petersenasphaltconference.org.

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mix it up

After the aging procedure is finished, most asphalt binders will be too stiff to pour easily out of the pans, but you will need to get them out of the pan and into a more suitable storage container, as shown here.

Age the Binder Properly for Testing

NCAT offers pressure aging vessel tips and tricks for your new lab tech to get the process right.

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The Pressure Aging Vessel (PAV) procedure described in AASHTO R28 /ASTM D6521 is used to long-term age liquid asphalt binders in the Superpave Performance Graded (PG) asphalt binder grading system. Depending on such factors as environment, binder chemistry, and which researcher you’re talking to, PAV aging is generally considered to be equivalent to 7 to 10 years of pavement life. Asphalt binder that has been aged in the PAV is used for the intermediate temperature Dynamic Shear Rheometer (DSR) and Bending Beam Rheometer (BBR), both of which measure the asphalt binder’s resistance to cracking.

The PAV procedure itself is relatively simple: pour some asphalt binder into flat, round pans, and then cook for 20 hours in what’s essentially a large pressure cooker. Twenty hours. That’s overnight for most folks in a lab setting. Add in about two to three hours of preparation time and you can start to see why it’s important to get the procedure right on the first try. Telling your supervisor that

10 // june 2018

you need to redo a set of PAV samples can lead to a very stressful morning. Here are a few tricks and pitfalls that any asphalt lab tech should be aware of when using the PAV. Your PAV will vary in appearance depending on its age, model and manufacturer, but it should consist of the same basic parts: aging chamber with locking lid, temperature controller, pressure controller, timer, warning lights, and bottled air. If you haven’t done so already, familiarize yourself with the equipment and know what each part does. Read the manual. Find out who your service representative is, and don’t be afraid to call and ask questions. They get paid to answer.

If your PAV doesn’t already have one, get a battery backup for it. Many PAV samples have been lost due to storms, power surges, squirrels on power lines, etc. Both AASHTO and ASTM have limits on how long the temperature inside the oven can be outside of the allowed tolerance and require that the samples be discarded if the

PREPARE PAV SAMPLES

Your PAV aged asphalt binder will most likely have a significant amount of air bubbles trapped inside, which need to be removed prior to subsequent testing.

A PAV sample consists of 50 +/- 0.5 grams of rolling thin film oven (RTFO, AASHTO T240) aged asphalt binder in a flat, stainless steel pan. Periodically check the pans to make sure they aren’t warped by placing them on a flat surface and visually inspecting them. Warped pans will lead to uneven sample thickness and uneven aging of the asphalt binder. If you have some old aluminum pans hanging around your lab in a drawer or storage cabinet, go ahead and throw them away. They are not rigid enough, will warp due to the heat of the sample, and are not allowed in either the ASTM or AASHTO methods.

A properly poured PAV sample will have an even thickness across the entire pan. If the asphalt binder cools down during pouring and doesn’t reach the edges, you may place the filled pan back into the oven for a very brief time. Preheating the PAV pans prior to pouring can also help with this step.

Your properly poured liquid asphalt binder sample will look like this when it’s ready to be stacked and placed in the pressure aging vessel. limit is exceeded. Having a backup power source will prevent the oven from cooling down if the power goes off.

Don’t be afraid of the oven. Veteran lab folks love to tell the new guys that the PAV will explode and send the lid through the roof. It won’t. We just like to watch you jump every time it makes a noise.

Almost all of the PAVs in use these days have lids that lock with bolts, and the chances of every bolt failing at once are pretty slim.

If your oven has an O-ring, make sure to check it every day to make sure it isn’t damaged. If an O-ring breaks while the oven is pressurized, it is loud and may damage your samples. It will sound like the oven has exploded, but it’s really just the air releasing through the break. If this happens, close your air tank and hit the emergency stop on your oven.

Safety Note: Always wait until the oven has completely depressurized before trying to open it.

PAV ovens use tanks of compressed air to pressurize the aging vessel. Because these are finite sources of air, always check to make sure there is enough air in the tank to complete the procedure before hitting “start” on the oven.

As with any piece of equipment in your lab, keep your PAV oven calibrated (temperature, pressure and pressure-release rate) and perform any required maintenance in a timely fashion. This will go a long way toward preventing mishaps and lost samples, and will keep your supervisor’s blood pressure down.

www.THeAsphaltpro.com // 11

mix it up Be aware of where your thumbs are when handling PAV pans. Many pairs of gloves have been destroyed by a careless finger getting stuck in a PAV sample. More importantly, this contaminates your sample and will affect the weight of the sample in the pan. Carry hot PAV pans flat on the palm of your hand or use a pair of tongs.

After placing the pan holder inside the PAV, make sure it’s level. Checking the level of the holder outside of the PAV is fine, and checking the level of the PAV oven itself is also good, but neither of these will tell you if the actual test specimens are level. Checking the level of the pan holder in the actual PAV chamber is required and should be done as part of your calibration/verification routine.

This may sound simple, but when placing the pan holder into the oven, be careful not to tilt it. Tilting will let the pans fall out.

RUN THE PROCEDURE Read AASHTO R28 or ASTM D6521 (or both, depending on what your laboratory runs) and familiarize yourself with the time limits, temperature tolerances, pressure requirements, and steps for loading and unloading the PAV. If you write a checklist or summary sheet to help you remember these, keep in mind that all test methods are updated periodically. Don’t rely on a checklist or any other abbreviated description of the procedure that is several years old. It may not match the current requirements for the test method. Review test methods frequently to keep up with changes.

Make sure you’re using the correct aging temperature for the asphalt binder that you are aging. While most asphalt binders are aged at 100°C, there are two other options. Soft asphalt binders used in cold climates (PG 52 or lower high PG grade) will be aged at 90°C unless otherwise specified. PG 70 and above asphalt binders, which are used in a desert climate, have the option of being aged at 110°C if the specifying agency requests it.

PAV pan holders can hold up to nine PAV pans. Unlike the RTFO procedure, the PAV does not require that all pans must have the same material. This allows multiple asphalt binders to be aged at the same time. If you are aging multiple samples, label your PAV pans clearly and make sure any labels from previous samples have been removed.

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After the aging procedure is finished, you will need to get the asphalt binder out of the pan and into a more suitable storage container. Most asphalt binders will be too stiff to pour out of the pans easily at typical PAV aging temperatures. Fifteen minutes in an oven at 163°C is usually sufficient to make the transfer process easier. If you need to use temperatures hotter than 175°C, make sure to write this in your testing notes.

If your PAV doesn’t already have one, get a battery backup. Many PAV samples have been lost due to storms, power surges, squirrels on power lines, etc.

Your PAV aged asphalt binder will most likely have a significant amount of air bubbles trapped inside, which need to be removed prior to testing. The size and quantity of the air bubbles depend on the asphalt binder chemistry and stiffness. Vacuum degassing of the samples is no longer a required practice, but if your lab has a vacuum oven, this is the quickest and easiest way to remove air from your samples. If you do not use a vacuum oven, place the samples in an oven at 163°C (or whatever temperature is necessary) and gently stir periodically until the air is removed.

In summary, the PAV aging procedure isn’t complicated (or dangerous). As with all tests conducted in your lab, making sure that you understand how the equipment works, keeping the equipment calibrated and maintained, and reviewing the published test methods frequently are the most important steps that you can take. Don’t be afraid to ask questions of your supervisor, co-workers or equipment manufacturers.

– BY PAMELA TURNER

Step 1. Get comfortable with the PAV itself. Learn it.

Step 2. Calibrate and maintain the equipment properly.

Step 3. Review published test methods. Make sure you’re using the most current, required steps.

Step 4. When in doubt, ask for help.

www.THeAsphaltpro.com // 13

safety spotlight

Put Plans in Place to Protect Workers from Silica Dust at the Plant Most provisions of the construction standard for respirable crystalline silica became enforceable Sept. 23, 2017.

This month—June 23 to be exact—the second phase of the Occupational Safety and Health Administration (OSHA) permissible exposure limit (PEL) regulations go into effect for general industry and maritime. Here’s what you need to do if you’re an asphalt plant owner to safeguard the health of your workers and keep OSHA inspectors happy. You need to put plans in place. Plural. Plans.

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Check out OSHA Standard 29 CFR § 1926.1153 You don’t have to make plans on your own. During the National Asphalt Pavement Association (NAPA) mid-year meeting July 8 through 11 in Boston, the Health and Safety Committee will host a 30-minute micro session titled “Ensuring Asphalt Plant Operations are Compliant with OSHA’s Silica Rule.” This session is designed to help producers understand what steps are needed to ensure compliance with the silica rule at asphalt mix facilities. NAPA’s description of the session explains, “the asphalt pavement industry has been proactive in understanding and implementing the necessary control equipment for road construction activities, and has more recently been reviewing the types of controls that may be needed at a mix facility.” To that end, NAPA hosted a webinar in Q1 during which Matt Mileski, the safety coordinator at HRI Inc., State College, Pennsylvania, and Chuck Mull, HSE director at Kokosing Materials, with headquarters in Fredericktown, Ohio, shared what they have learned thus far.

Remember, the construction standard includes a table—referred to merely as Table 1—in OSHA Standard 29 CFR § 1926.1153 that lists specific activities performed with certain tools or equipment, and the approved methods of dust suppression or engineering contractors can use to protect workers from exposure. Mileski shared that the best practice he has observed is to follow the table precisely for construction activities; use it as a guide and OSHA inspectors will be fully familiar with your practices. If you choose to develop your own method of controlling silica dust exposure, the OSHA inspector visiting your job may not be familiar with your practices. In that case, “the inspector has to start testing the air, etc.,” Mileski pointed out.

What he explained makes sense. If a contractor follows the steps already spelled out and familiar to inspectors, the contractor makes life easier for everyone.

When it comes to general industry (and maritime), there is no Table 1.

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In this image, J. Lindsay Cook, senior vice president at The EI Group Inc., performed silica level monitoring while the NeSilex™ silica dust suppressant was in use. Photo courtesy Chemtek Inc., Research Triangle Park, North Carolina.

Mull stated, “Our plants and labs are under the general industry rule.” He explained that because producers don’t have a Table 1 to guide them, the employer has to make and maintain good records.

He suggested those records include sourcing material, testing material and describing your process clearly. General industry, according to Mull, “needs a written exposure control plan broken out by task.”

In other words, look at the different activities performed around the plant, assess workers’ exposure to respirable crystalline silica during those activities, and prepare a written exposure control plan for each of those activities. Mull listed some of the obvious ones for webinar participants, suggesting to start with a visual assessment of the plant and use a real-time dust monitor to figure out where

to perform air monitoring. Keep in mind, your insurance company may be willing to assist with air monitoring.

VISUALLY INSPECT THE SITE

Aggregate Piles—Look at the wheel loader operator who is working the aggregate piles. What type of equipment have you provided him? If he’s working in an open-air cab, enclose it.

Roadways—If the roadways around your plant site are dusty, consider paving them. If they are paved, and you still see an inordinate amount of dust, look at your sweeping schedule. Water the roads; water the brooms. Are you using a vacuum sweeper or just kicking the dust around with a broom head that needs to be changed out?

Baghouse—Mull shared, at one time in the past, a team measured more than 400 µg/m3 when pulling bags at a baghouse.

Through engineering, the team solved that problem. They installed fans to pull the dust and put masks on workers. They got measurements down to 20.1 µg/m3.

Employers must • assess worker exposure to respirable crystalline silica if it’s at or above 25 µg/m3, averaged over an 8-hour day, and • protect workers from respirable crystalline silica exposures above the PEL of 50 µg/m3, averaged over an 8-hour day.

Let’s say you have to open the dust screw. If your company requires this level of baghouse maintenance only once or twice a year, you may elect to use a service that employs its own exposure control rather than developing a plan for it. During the World of Asphalt show in Houston, the team from Albarrie Environmental Services, Barrie, Ontario, shared that they provide high efficiency cleaning of baghouses on a subscription or on-call basis. Their workers have the controls and certifications to go in and do the job without putting the producer’s workers in harm’s way.

Wind—An area that may look fine on a calm day could become problematic for workers on a windy day. Mull suggested looking at ground personnel during high winds. Do they work around conveyor belts? Do they run open-cab skid steers? You can put shields and covers over many drop points and “dusty” areas of conveyor belts/ transfers. Skid steer cabs should be enclosed. Then high-wind days won’t be as troublesome. Mull shared, “EPA fugitive dust compliance doesn’t alleviate you from silica dust monitoring.”

Lab—In the quality control lab, consider which tests are run.

Does the particular test being run offer silica exposure? Are you cutting cores? Again, the written exposure control plan will be task-specific. Make sure it’s specific to the tasks in the lab, too.

THAT’S DISTURBING

Disturbing a variety of materials can cause them to release silica dust particles into the immediate environment. OSHA’s website describes respirable crystalline silica as “very small particles at least 100 times smaller than ordinary sand you might find on beaches and playgrounds—it is created when cutting, sawing, grinding, drilling, and crushing stone, rock, concrete, brick, block, and mortar.”

Merely mixing asphalt is considered “disturbing” it. The limestone, granite, sandstone and other aggregate piles that your loader operator works or pulls material from are disturbed all day long.

If you elect to offer a face mask—which OSHA calls a filtering facepiece—to a worker to cut down his exposure, you must also prepare a written program that details the use of these respirators.

Your program will require a medical evaluation of the worker prior to any work, training on the proper use of respirator and the job/ task every 12 months, and a fit test of the worker every 12 months.

Have your safety and health director spend time on the OSHA website, specifically looking at the Small Entity Compliance Guide on https://www.osha.gov/publications/OSHA3902.pdf. You might also consider sending him or her to the NAPA mid-year micro session in Boston for more information. There’s also a nifty resource at www.silica-safe.org/ where you can build your task-specific plan anonymously.

– BY SANDY LENDER

LafargeHolcim Partners with Chemtek for Silica Training Companies are taking action to protect their workers from silica dust exposure. Recently, Chemtek partnered with the contracting division of the West Central Region of Aggregate Industries, which is a division of LafargeHolcim, to give a presentation on silica safety. Silica expert J. Lindsay Cook and NeSilex™ product manager David Elam shared their knowledge with a large group of paving crew members in the contracting division at the Adam Country Fair Grounds in Brighton, Colorado. Cook is the senior vice president at The EI Group Inc., and specializes in industrial hygiene, safety, air quality, noise, OSHA/EPA regulations, program auditing and management. The silica presentation was a part of a two-day training workshop on several safety topics including skin cancer, hearing and traffic control.

The conference was coordinated by safety coordinator Al Quist, project manager James Cryer, operations manager Rob Wise, and contracting division head Brenda Shuler. David Dziubinske, head of health and safety for LafargeHolcim, was also in attendance.

The educational presentation began with a focus on what silica dust is, where it comes from, and its hazardous nature.

Cook described how silica dust enters the lung during everyday construction activities that put workers at great risk of silicosis.

Other serious health risks include COPD, difficulty breathing, and lung cancer. Cook then gave an in-depth explanation on the current OSHA regulations surrounding silica dust including how workers can protect themselves and how companies can comply with the regulations stated in the Table 1 Guidelines of Rule CFR 1926.1153.

If you or your company is interested in learning more about the hazards of silica dust, current regulations, and best safety practices, reach out to David Elam at (919) 631-4331 or david. elam@chemtek.us.

– From Chemtek Inc.

www.THeAsphaltpro.com // 15

training

How to Unclog the Asphalt Silo Safely For the 10-year anniversary of AsphaltPro magazine, we will 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 Paving 101 online training course and these free articles every month.

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The liquid asphalt cement (AC) binder only constitutes about five percent of the total material in asphalt mix. But all too often, this binder hardens during storage, clogging the asphalt silo and creating clusters of mix no softer than the roads we drive on.

“Normally when silos get clogged they start at the cone, and then everything builds on top of that,” said Dennis Braswell, division manager at Blasters Inc., Tampa.

When this occurs, asphalt plant managers need a way to remove the mix efficiently, while minimizing safety risks.

The type of work needed depends on how much buildup has accumulated in and around the cone. Many companies still put workers up on scaffolding to hammer out hardened mix, but high-pressure water blasting has become more common due to its efficiency and safety benefits.

USE WORKERS

To keep costs down or for the sake of practicality, asphalt companies often use their own workers when dealing with relatively small amounts of buildup. Plant managers need to take a few safety precautions into account before work can start.

“Anytime you do any work whatsoever on an asphalt plant, you’ve got to tag it out, lock out the power, especially the silo that you’re working on,” said Patrick Ahern, president of Ahern Industries Inc., San Antonio.

While turning off the power, remember to also shut off the air compressors near a silo’s gates, to ensure the gate doesn’t accidentally shut on a worker. This isn’t always intuitive, because the compressor may be set up on a separate electrical circuit from the power.

If a silo is on the end of a row, contractors can lay it down, making it easier for workers to clean from the inside. Even though this makes the cleaning process safer, crews might still need to build scaffolding up to where the hardened material has accumulated, just as they would when cleaning a vertical silo.

“That silo could be 10 feet or 12 feet in diameter, and inside of that silo you might need to get six or seven feet off the ground,” Ahern said.

16 // june 2018

Here the robotic arm enters the silo to water-blast away material so a worker doesn’t have to. Photo courtesy Blasters Inc. When cleaning a silo in the vertical position—a more common scenario—contractors must build scaffolding from the ground to the cone opening at the bottom. Occupational Safety and Health Administration (OSHA) regulations apply, whether the silo is vertical or horizontal.

If workers are higher than four feet off the ground, they must have the appropriate fall protection. This includes harnesses, handrails and often safety nets.

Workers also need hard hats, safety glasses and steel-toed boots to protect them from falling material. Ideally, when working on a vertical silo, a worker won’t fully break the plane of the cone opening and will hammer away at the hardened asphalt from outside. But sometimes crews have to climb into the silo, and in these cases, they must wear an OSHA-approved dust mask that covers the entire face (See this month’s Safety Spotlight on silica dust regulations at the asphalt plant).

Before cleaning begins, workers must lock both gates in an open position with a chain or strap. This allows for a free flow of air if a worker has to get inside and ensures compliance with OSHA’s confined space regulations, which call for adequate ventilation.

When it comes to physically breaking off hardened asphalt, most contractors use the air hammer, or electric hammer. This handheld tool, which resembles a drill, removes small chunks of mix at a time.

It’s slow work that could stretch a cleaning job to a week or longer.

“You’ll have your scaffolding off to the side, and you’ll be chipping away so it won’t fall on top of you,” Ahern said.

Anytime a hammer (or even a water blaster) is used, workers can potentially wear into the silo’s walls. Ahern recommends using an ultrasonic thickness gauge to measure the thickness of the steel prior to hammering. If the steel is thin, then the cleaning crew might have to take a less aggressive (and longer) approach.

USE WATER

High-pressure water blasting lessens the risk of doing damage to silo walls, since water won’t cut steel under normal conditions. But this technology offers the most value in the area of safety, accord-

ing to Braswell. As a matter of fact, it removes the need to put a worker up on scaffolding.

“While it may be less expensive to put somebody up there who makes 10 to 15 dollars an hour, it’s going to cost hundreds of thousands of dollars if that guy breaks his neck, hurts his leg or kills himself, which has happened in the past,” Braswell said.

Instead of hammering away at asphalt mix from a scaffold, blasting companies wheel a water blasting system in on a trailer. The system contains a long arm that stretches up near the bottom of a silo’s discharge and blasts material out, using water pressures of up to 40,000 pounds per square inch. The arm pivots, allowing the nozzle at the end to spray a large area—usually the entire diameter of the cone opening—with water.

Blasting mix out from the bottom creates a void that then allows material near the top to begin falling down. After the bottom is cleared, the mix falls into a haul truck placed beneath the silo. Plants often try to recycle most of the hardened mix that comes out during blasting, according to Braswell.

If there’s any asphalt mix stuck in a higher position on the silo walls, blasting contractors can either raise the arm of the water blaster, use a longer nozzle, or increase the water pressure, depending on the technology a company uses. This provides for a thorough cleaning job and doesn’t require putting a worker into a confined space high off the ground.

When a job is complete, the contractor will often perform a visual inspection with the customer, either from the top or bottom, where both parties check for residual material. All in all, the cleaning process takes about two days on average.

BLAST SAFELY

Although water blasting is relatively safe, plants and contractors should take certain precautions before and during the procedure. With water moving at extremely high pressures, it could be catastrophic if someone accidentally gets hit.

“We put caution tape up around the area so that no one comes in, because you’d never want a water blast hose to break,” Braswell said.

Workers perform whip checks where the hoses hook together, as another precautionary measure. The entire water blasting process is fairly standardized across geographical regions.

It’s helpful to know how long the mix has been stuck before blasting occurs. If hardened material has accumulated for several years or more, water blasting runs the risk of removing the tiles in a silo cone right along with the mix.

While water blasting has minor drawbacks that plants must consider, the benefits it offers in the areas of safety and efficiency make it an attractive option compared to other more traditional methods.

– BY SAM BOJARSKI

Sam Bojarski is a freelance writer whose work has appeared in national trade publications serving the maritime and human resources industries. He has also written extensively for the industrial services sector.

www.THeAsphaltpro.com // 17

Solve your problem

Solve Oxidation in the Silo Air ages liquid asphalt cement (AC) just as surely as ultraviolet light does.

This is why material stored in the asphalt silo requires as much forethought and care as the material traveling to the jobsite.

Some Storage Problems: • An older or damaged asphalt storage silo can let air leak in and heat leak out.

• Extremely hot material contributes to condensation within the silo.

• Partially filled silos allow inches—or feet—of air above the material to age binder.

Original equipment manufacturers (OEMs) have engineered part of the solution to your problems. For example, both Astec Industries Inc., Chattanooga, and Gencor Industries, Orlando, offer systems that seal off points that would let air seep in. The new generation asphalt storage silo from Astec, illustrated here, features a reservoir that fills with oil, essentially sealing the base. At the top of the silo, reservoirs fill with grease to effect the same control. Watch a quick video of the system in action at https://www.youtube.com/watch?time_continue=2&v=o4iImAqCGAM. Engineering isn’t the only tool you have. Best practices come into play as well. Gencor’s Dennis Hunt reminded plant operators to resist the urge to crank up the heat for storing mix overnight—or longer. “If you make the mix too hot, the temperature makes the asphalt harden,” he said. Here’s how that happens: The higher temperature not only ages the binder, but also causes oxygen-laden air to rise within the silo, oxidizing the asphalt as it travels upward. He recommended the plant operator focus not on adding heat, but on maintaining heat in the silo with a well-filled silo that doesn’t leave room for air at the top. Dry and heat the mix properly, fill the silo properly, and you’ll have best success.

“The key to storage is mix that does not have retained moisture and is produced at the proper temperature,” Hunt said.

– BY SANDY LENDER

18 // june 2018

Rubberized asphalt for better roads.

CEI for better rubberized asphalt.

Trust the most established name in asphalt rubber blending equipment — CEI Enterprises. A market leader since the 1990s, CEI pioneered high-precision, technologically advanced systems that are durable, easy-to-use, field-proven, and have the best service support in the industry.

Did we mention the high continuous production rates? CEI’s triple-compartment reaction tanks allow for agitation, reaction, and usage operations to occur simultaneously, while being controlled independently. This 3-stage process offers production rates of 25 to 34 tons per hour of binder that is ready for use.

Like all CEI equipment, our asphalt-rubber blending systems are proudly American-made in Albuquerque, NM, and backed by worldwide parts and service support.

Made in U.S.A.

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Dependable Performance CONSISTENT MIX

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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,

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Operating Four UNIDRUM Plants

project management

Use Four Keys for Best Lab Tests S

Sometimes samples are sent to an outside lab to perform a test you cannot perform in-house. Sometimes you’ll have a contract dispute that requires testing performed by a third party. In either case, following a few best practices will save a lot of headaches and ensure the sample you sent represents the material produced.

SIZE IT RIGHT

Test methods for the American Association of State Highway and Transportation Officials (AASHTO), the American Society for Testing and Materials (ASTM), and departments of transportation (DOTs) specify minimum sample sizes. None of them set a limit on maximum sample size. The risk to a quality test result comes from very small samples; not from a sample that’s too large.

The minimum sample size is a function of maximum aggregate size. The larger the maximum aggregate, the larger the minimum sample size. The theory behind minimum sample size is to reduce the influence of one or two larger aggregate particles on a test result.

Don’t be afraid to gather large samples.

Having a large amount of material ready for testing is always a good idea, but keep worker safety in mind. To reduce the risk of injury, the size of the container shouldn’t be so large as to make it heavy when filled. Many companies limit container weight to 50 pounds or less. Check with your safety department for the recommended maximum container weight guidelines.

BLEND MATERIALS

Obtaining large samples while limiting container weight look like competing recommendations. To accomplish both tasks successfully, thoroughly blend materials after sampling, and store samples in their individual containers. A product such as the Quartermaster™ asphalt divider from the Gilson Company helps blend larger amounts of materials (hot-mix asphalt and aggregate) and then reduce them into sizes that are safe to

22 // june 2018

handle. Once blended, any container of material should be just as representative of the whole sample as the next.

Sometimes, combining and blending material can affect the sample. One of the biggest dangers to maintaining a representative HMA sample through blending and splitting is the influence of a release agent. It’s required to spray splitting devices with a release agent to prevent material from sticking to the device. Never use a petroleum-based solvent like diesel or WD40. Silicon or plantbased agents work best. They prevent adhesion while not absorbing the liquid binder from the surface aggregate.

KEEP IT COOL AND DRY

Where and how samples are stored is a very important factor in ensuring the sample represents production. The energy and effort in labeling and storing samples should be commensurate with their importance. If a set of cores will be used for density acceptance, then they should be stored indoors in a cool environment. Prolonged exposure to heat will cause a core to break down a bit. Leaving cores in a box in the back of a pickup truck or inside a hot shipping container is the worst way to store them, and the most common way they are damaged before testing.

HMA samples are not as sensitive to heat as cores. Storing these samples inside a shipping container is not uncommon and is done successfully. It’s never a good idea, however, to leave sample containers of HMA samples exposed to the sun. Prolonged exposure to high heat and direct sunlight will affect sample properties.

Aggregate samples are tolerant to heat, but usually the bags they are stored in are not. Aggregates should be stored in a dry environment out of the sun. The most common way aggregate samples are damaged in storage is when their bags decay after exposure to sunlight. If aggregate samples are important, be sure to keep the bags out of the sun. If they must be stored outside, a bucket is a better choice for storing them.

The risk to a quality test result comes from very small samples; not from a sample that’s too large.

STAY IN CONTROL

When it is time to obtain a sample for testing, whether for your own testing purposes, quality assurance, or for dispute resolution, you should have a very good idea as to the properties of that material before sampling. Having a good, statistically based quality control program is fundamentally important in today’s environment. Without one, you’re just guessing. If you are sampling aggregates for HMA design, you need to know if that bag of aggregate you have sampled, blended and split for the lab is representative of the pile to be used in production. If you don’t, you’re setting the production target values for gradation, voids in mineral aggregate (VMA), etc., on values that may not be repeatable. If the results aren’t repeatable, expect plant shutdown and project delays.

HMA tests interrelate. The high air voids typically correlate to low binder content.

On-target gradation results typically correlate to on-target VMA. These are just two examples of many more relationships. Before obtaining samples for volumetrics or for performance tests, develop a correlation between gradation and binder content and other quick turn-around properties. Make small adjustments in production to maintain consistent quality material, so no matter when a sampling milestone is reached, the material will be of sufficient quality.

Developing quality control programs for individual plants based in Lastrada™ quality control software is what we do. We help plants reduce cost and improve quality. For more information, contact Dan Ridolfi at www.lastradapartners.com.

– BY DAN RIDOLFI

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meet the state exec

Meet the State Exec: APANM’s Brian Jones A

Although the Asphalt Pavement Association of New Mexico (APANM), Albuquerque, New Mexico, may be one of the most-recently formed state asphalt pavement associations, don’t let its relative youth lead you to believe it isn’t fighting every day to protect the asphalt industry. After all, it was born to fight.

“We have a very strong branch of Associated General Contractors of America (AGC), known as the Associated Contractors of New Mexico (ACNM),” said APANM Executive Director Brian Jones. “When the concrete folks started a push for more opportunities, ACNM decided they had to remain neutral, so the paving contractor members decided to form APANM to promote asphalt.”

Since its formation in 2014, APANM has collected 35 members, including the State DOT, several counties and cities, one university, and nine producing and two supplying members representing 80 percent of HMA/ WMA production capacity in the state.

“It is interesting that most of my members belong to both organizations (APANM and ACNM) and thus pay double dues on projects,” Jones said. “As of today, they still believe in the value of APANM.” Jones himself has been the association’s executive director since APANM’s inception in 2014. AsphaltPro spent some time getting to know Jones, APANM and what they’re doing to promote asphalt in New Mexico.

What are the top two or three ways you have increased membership in the association? Training programs. We have five different seminar programs each year. We hold each seminar twice: one each to cover the northern and then the southern parts of our state.

What is your favorite method for recruiting new asphalt professionals to the industry in general? Direct contact and mailings basically discussing the benefits, including training and our assistance with problems.

24 // june 2018

In what month do you hold your annual meeting? June Do you have a staff that assists in preparing the annual meeting? We have myself and a part-time technical person, Jessica Sena, who retired from the New Mexico Department of Transportation after 25 years. Among other things, she is one of our representatives on the NMDOT base and pave committee that works on paving spec changes and issues.

Together, we put the meetings and training together.

Do you have a trade show/expo in addition to your annual meeting? No, but we do have sponsors and advertise their sponsorships. For the first time this year, we are allowing one sponsor to have their logo on our major golf giveaway, which are windbreakers.

What other activities does the state association hold for members as fundraising events, and to what are those funds applied? We sell mulligans and have special holes (where you buy a chance to move the ball closer to the hole) at our annual golf and last year raised about $2,000, which was given to El Ranchito de los Niños, an organization that aims to keep siblings together.

About how many member asphalt projects do you visit per year, and how many asphalt plant tours or open house events do you host each year? What about state agency or DOT meetings? I visit very few during construction. We do give our “Best of the Best New Mexico Paving Projects” awards in several categories. Both contractors and owners can nominate projects, which we’ll then visit when the projects are complete for judging purposes.

We don’t do asphalt plant tours or open houses, but I do attend 10 state agency/ DOT meetings per year.

Brian Jones has been APANM’s executive director since the association’s inception in 2014.

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/livelihood is the concrete industry in your state? 2.5, but this is increasing. Concrete keeps pushing for projects, but because of our training activities that promote asphalt (and quality asphalt) we’ve been keeping their effort at bay. We have five training opportunities a year with 70 to 90 attendees.

Also, I attend most of the highway commission meetings and have cultivated relationships with the commissioners. We also have good relationships with key players at the DOT that we work with to promote favorable asphalt projects.

On a scale of 1 to 5 (1 being none at all; 5 being very much), how involved are your state elected officials in transportation issues such as funding and infrastructure improvements? 5. I attend most NMDOT Highway Commission meetings and discuss the needs. In July, I am treating both commission members and highway leaders to an afternoon at the National Rifle Association of America (NRA) Whittington Center in Raton, New Mexico, to trap and shoot. I did this three years ago and it was well-received. It’s a good time to get to know each other better.

APANM’s board is made up of eight members, including (from left to right) Sandra Brasier of Brasier Asphalt, Paul Lopez of Fisher Sand and Gravel, Kyle High from Four Corners Construction (Oldcastle), Sterling Hamilton of James Hamilton Construction, and Bob Wood from Albuquerque Asphalt.

Henry Smith of Mountain States Contractors, Samuel Huddleston from Endeavor, and Randy Clark of HollyFrontier are not pictured.

APANM’s annual meeting and its training events--which Jones said is the major draw for the association’s members--are put together

by Jones and a part-time technical person.

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? And, how does your state APA assist members with workforce development? 4. We don’t assist members with workforce development.

The ACNM branch of AGC handles this area.

Could you share an example of a time when your state APA hosted elected officials to educate them on the need for highway funding, asphalt materials,

construction workforce development, etc.? ACNM does most of these, some of which we’re invited to. Additionally, we invite our highway commission members to visit jobs in the district. However, to my knowledge, only two have ever visited projects.

bridges, retaining walls, etc.). Three or four of the contractors that wanted to form the Association approached me to ask if I would be interested. I agreed to a part-time job, but it’s now closer to full time and I am loving every minute.

On a scale of 1 to 5 (1 being none at all; 5 being very much), how involved are your asphalt members in transportation issues such as funding and infrastructure improvements? 3

What do you find most enjoyable about your job as an executive director of a SAPA? The people, the activities, and just making things happen.

Get to Know Brian Jones

What is the most challenging part of your job? For me personally, it is dealing with my lack of paving knowledge. For the industry in general, the most challenging thing is the continual funding problem.

What do you see as the most important part of your job as an executive director of a SAPA? To create good relations with our major “stakeholder”—owners of projects, including the DOTs, cities and counties.

Why did you join the asphalt industry? I was retired from a 37-year career in the construction supply business (pipes,

What has been the most rewarding experience for you during your time as the executive director? The most rewarding experience during my time as executive director has been losing very little to Portland cement concrete pavement (PCCP).

Since the push by the PCCP folks, we have had only three projects bid as PCCP. One offered a PCCP alternate, but went asphalt because we were able to hold to the need for a short completion time. To satisfy the “PCCP beast” we did not contest one project requiring the interstate ramps to be concrete. The third was a port of entry on the southern border with heavy truck traffic from plants in Mexico and from a newly-installed rail freight yard.

– BY ASPHALTPRO STAFF

www.THeAsphaltpro.com // 25

international snapshot

ABOVE: The APH 6530 worked on the truck lane, which had to be continuously resurfaced during construction work.

LEFT: Matthias Pfaff and Contractor Thorsten Lebfromm discussed the usefulness of the vibratory plate on the everchanging substrate.

International Vibration T

The two mounds known as the Pirmin Hills situated in the Ortenau district in the heart of the town of Sasbach, Switzerland, needed to be levelled to create space for a new supermarket. Four multi-family dwellings and an underground garage will be constructed in parallel in the direct vicinity of the supermarket. All in all, around 50,000 cubic meters of material had to be moved as the site had a significant incline and needed to be levelled for construction work.

One of the challenges facing general contractor Thorsten Lebfromm was to en-

26 // june 2018

sure that trucks could continuously enter and exit the site safely and easily, despite a substrate composed of clay-based topsoil. The job was assigned to an Ammann APH 6530 Hydrostatic Compactor with its unique, triple-shaft exciter system.

Once the topsoil had been removed, the substrate needed to be continuously compacted to provide a load-bearing surface for the trucks. Lebfromm’s workforce then installed and compacted a 30-centimeter layer of recycled material. This work was followed by the installation and compaction of an asphalt layer. The vibratory plate

was able to use its full potential due to the ever-changing substrate and proved that even different surface types are no challenge for the APH 6530.

Matthias Pfaff of the Reichert Servicecenter in Sinzheim, who had previously collaborated in the riding arena project, was once again the contact partner for the general contractor. He stated the contractor was pleased with the APH 6530’s performance and flexibility with different substrate types.

“They enabled us to complete the project successfully in three weeks,” Pfaff said.

– FROM AMMANN GROUP

Retrofit Controls

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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

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

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

We chose Astec because of the service.

Astec has the absolute best service.

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

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

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SULPHUR FUEL REGULATIONS POISED TO INCREASE BINDER PRICES 28 // june 2018

BY SANDY LENDER

S

Since Jan. 1, 2012, the International Maritime Organization (IMO) members have limited the amount of sulphur content allowed in fuel oil to 3.5 percent by mass (m/m). Starting Jan. 1, 2020, the maximum sulphur content allowed in fuel oil of any ship or vessel operating anywhere in the world will be 0.5 percent m/m. You will hear members of industry refer to this deadline for compliance as MARPOL 2020.

“This new limit aims to reduce the impacts of sulphur oxide (SOx) emissions on the environment and human health, particularly for people living in port cities and coastal communities,” according to the Australian Maritime Safety Authority website. This change in fuel regulation could impact what’s available for refiners to offer the asphalt industry.

SMOKE ON THE WATER

As all technical articles must, we begin with a couple definitions. The Energy Information Administration (EIA) defines “sulfur” as a “yellowish nonmetallic element, sometimes known as ‘brimstone.’

It is present at various levels of concentration in many fossil fuels.”

A variety of references combine to define: petroleum-derived liquid asphalt cement (AC) is a dark brown (or black) cement-like residual from the distillation of a “suitable” crude oil, such as a heavy or sour crude. The distillation processes may involve atmospheric distillation, vacuum distillation, steam distillation, or a combination thereof.

To oversimplify the discussion, remember when refineries distill a barrel of crude oil, the many resulting products represent financial streams for the owner. If the specific crude oil typically offers a low sulphur content in its refined products, that crude oil will be of more value to the owner in the near future. The team at Argus Media report: that will most likely bring a switch to light, sweet crudes.

Ship owners have the option to place specialized filters (scrubbers) on their ships to engineer a solution for reducing sulphur emissions. During the “Americas Bunkers Market Trends and MARPOL 2020 Strategy” webinar hosted by Argus Media in Q1, presenters shared “[t]here’s no appetite among ship owners to invest in scrubbing equipment prior to 2020.” The remedy will be to purchase fuels that offer lower sulphur emissions.

OPPOSITE PAGE AND ABOVE: Eighty-five percent of the liquid asphalt cement (AC) used around the globe is used in asphalt pavements, according to the Asphalt Institute and Eurobitume. Refiners can get it to the terminal any number of ways including, as you see in these images, by rail or barge. Photo of terminal courtesy ECF Inc., Columbia, Illinois. Photo of barge and pipes courtesy Heatec Inc., Chattanooga.

REFINERS WILL ADAPT

At the National Asphalt Pavement Association (NAPA) annual meeting in San Diego in February, Don Wessel of Poten & Partners Inc., New York, shared with the audience that the maritime rules will make light, sweet crudes of more value to refiners. It’s business.

The team at Argus Media sees this trend coming up as well. During its “Americas Bunkers Market Trends and MARPOL 2020 Strategy” webinar, the presenters discussed what options refiners have to meet low sulphur fuel demand.

“MARPOL 2020 will be disruptive,” they shared. When 85 percent of a marketplace switches to a different fuel, the refiner must switch to a new fuel as well.

“They will probably switch to a light, sweet crude,” Argus members reported.

Other options for refiners include cracking, but none of their options put a large portion of the refiners into asphalt-friendly crudes. In the recent past—think 2008, 2009—when prices for liquid AC soared, the tonnage of mix placed in North America decreased. Asphalt plant consultant Tim Sharretts, proprietor of Asphalt Producers Service (APS), Derry, New Hampshire, explained: “Tonnages went down when prices went up, which caused prices

to go higher. It was a vicious cycle. We had a lot of pressure on the suppliers. The refineries went to other products that brought them more money.”

Not all refinery owners felt comfortable switching back to production that results in liquid ACs with the high-quality attributes our industry demands. We’ve gotten picky. Refiners have gotten cautious. Our final mix tonnages have not recovered fully to pre-2008 levels, although we see a wobbly curve in the right direction if you follow the estimated tonnages reported in the Annual Asphalt Pavement Industry Survey on Recycled Materials and Warm-Mix Asphalt Usage produced by NAPA and FHWA (See Sidebar on page 30).

MONITOR YOUR TANKS

As with any discussion of futures or materials costs, sources don’t want to get into specific amounts or pricing. Rest assured, the asphalt industry will see the usual ebb and flow of liquid binder prices as MARPOL 2020 nears.

At the NAPA annual convention, Wessel shared that the late spring start of 2017 contributed to soft prices last year. Talk to anyone living north of the Mason-Dixon Line and you’ll understand why we saw a late start again in 2018.

www.THeAsphaltpro.com // 29

Asphalt Operating Services LLC is located in Chicago. Photo courtesy ECF Inc., Columbia, Illinois.

have to buy anywhere from 10 to 30 percent, depending on your source, location, percentage of binder replaced, etc. That can represent a significant savings if the price— or availability—of liquid material becomes problematic.

Of course the asphalt industry is already making use of recycling practices. “Recycle has been embraced,” Sharretts said. “Now we just want to do more.”

The Annual Asphalt Pavement Industry Survey on Recycled Materials and Warm-Mix Asphalt Usage: 2016 report from NAPA concluded: “The total estimated tons of RAP used in asphalt mixtures reached 76.9 million tons in 2016. This represents a greater than 37 percent increase in the total estimated tons of RAP used in 2009. During the same time frame, total asphalt mixture tonnage increased only 4.6 percent.

The average percent RAP used by all sectors has seen variable growth from 2009 to 2016. The year-to-year growth in the average percentage of RAP use has slowed from 2009 to 2016, decreasing from a 1.8 percent increase from 2009 to 2010 to 0.2 percent increase from 2015 to 2016. The average estimated percentage of RAP used in asphalt mixtures has increased from 15.6 percent in 2009 to 20.5 percent in 2016.”

No matter the causal agent, liquid price fluctuations are a part of standard operating procedure for asphalt professionals. With the maritime regulations for sulphur fuel oil looming, asphalt producers can stay one step ahead as far as planning for the next potential disruption by preparing good storage facilities and best recycling practices.

A Wobbly Uptick This terminal in California shows quality construction and piping up close. Photo courtesy CEI Enterprises Inc., Albuquerque, New Mexico.

Change is part of doing business. One way to protect against uncertainty is to buy low and store for summer use. Savvy producers have been doing this for years, going so far as to install their own terminals to make large capacities possible. If you elect to build additional liquid storage capacity, be smart about it. Insulate everything from pipes to joints to transfer points. Call on an OEM who will help you navigate the steel tank rules and regs, as well as a burner

30 // june 2018

technology expert who will help you meet air quality standards.

STRETCH YOUR MATERIAL

Of course, as Sharretts pointed out, there comes a time when you have to refill the tank. The answer he had for producers is to maximize the recycling levels each state will allow. Lennie Loesch of Stansteel, Louisville, Kentucky, reminded producers that using recycle will cut down the liquid you

Construction Estimated Total Season asphalt mix production 2009 358.4 million tons 2010 359.8 million tons 2011 366.0 million tons 2012 360.3 million tons 2013 350.7 million tons 2014 352.0 million tons 2015 364.9 million tons 2016 374.9 million tons Source: multiple NAPA/FHWA Annual Asphalt Pavement Industry Survey on Recycled Materials and Warm-Mix Asphalt Usage reports

Gallagher Asphalt eliminates long joints on Illinois S.R. 50

BY TOM KUENNEN

T

The problem of deteriorating longitudinal cold joints between parallel one-lane lifts of asphalt has long perplexed pavement owners. These joints between paved lanes can degrade and permit water to enter the pavement, which leads to debonding, delamination, long joint patches, or potholes.

There have been many fixes offered, including wedge joint designs and paver-mounted devices that are supposed to knit the edges of the lifts together.

Paving in echelon using two pavers close together—placing the lifts of hot-mix as-

32 // june 2018

phalt (HMA) next to each other so they are thermally bonded—is one solution. But the best solution is no longitudinal joint at all, as demonstrated August 2017 on Illinois State Route 50 near Monee, just south of the Chicago metro area.

There, Gallagher Asphalt Corp., Thornton, Illinois, placed a Superpave HMA friction course two lanes wide using a new Vögele Super 2000-3i and VF 600 screed with 25.5-foot kit. The result is an attractive mat that will resist moisture infiltration and deterioration for years to come.

Placing two lanes with one paver at the same time also is more productive for a contractor.

“Paving wide eliminates the lane joint and provides a smoother ride,” Gallagher Asphalt’s operations engineer, Don Gallagher, said. “It also allows us to complete the job faster as we make one pass instead of two.”

“To both the contractor and government agency, wide paving enhances pavement durability by eliminating the longitudinal joint,” Laikram “Nars” Narsingh said. He’s

the manager, commercial support and development, for Vögele, Antioch, Tennessee. “That joint usually is the first place for failure in a pavement. Every time you can eliminate a joint, you eliminate the first point of failure.”

In addition to providing a more durable pavement, wide paving makes a job site safer. “From a safety standpoint, when you eliminate the longitudinal joint, you avoid the need for safety edges or Michigan wedge joints for motorists,” Narsingh said. “If the joint is not taken care of that same day, and if the lanes are open to traffic, traffic will attempt to climb that open joint, which is unsafe and also can degrade the edge.”

Finally, by paving two lanes at the same time, you reduce construction time, with the opportunity to reduce the impact to the motoring public as well.

Paving wide is not an option for all projects, Narsingh said. “Because of the need to maintain traffic, it has to have somewhere to go. It’s not too often you can close two lanes while diverting all traffic. But when you can, it always makes sense.”

“Wide paving is the kind of thing our company always is looking to do, and that is something out of the ordinary, that takes us to the next level,” Gallagher’s project superintendent, Terry Sullivan, said. “We are putting down the best quality product we can, both in material and laydown. Wide paving is important for longevity, and rideability as well.”

PATCH, THEN MILL

The entire project was eight miles long by four lanes, and began with extensive patching of the pavement, much of it full-depth into a crumbling underlying concrete pavement which was reflecting through asphalt overlays.

“We had a significant amount of patching that needed to be done,” Gallagher’s vice president of operations, Jim Trost, said. “There was concrete under some sections, asphalt under others. We had to go down full-depth to repair the sections, and patched them with an IL 19.0 mm N70 (70 gyration) Superpave mix.”

These included extensive failed concrete expansion joints which had to be cut with saws. Because of the substantial amount of patching required—at 15 inches deep—approximately 16,000 tons of PG58-28 N70 Superpave mix was required.

OPPOSITE PAGE: Gallagher Asphalt paved Illinois State Route 50 two lanes wide at a time.

TOP: Paving two lanes wide prevents a cold joint, among other benefits for the crew. BOTTOM: The Niveltronic Plus leveling system using long skis on Gallagher’s Super 2000-3i paver.

Operator James Benson kept the paver moving at a steady 32 feet per minute average.

Echelon milling followed the patching work, in which Gallagher’s 7-foot, 3-inch wide W 210i and new, 8-foot, 2-inch wide W 220 removed 2.25 inches average from the pavement. The W 220 was purchased with a 7-foot, 3-inch drum, but because it incorporated Wirtgen’s Flexible Cutter System, Gallagher widened the drum to 8 feet, 2 inches for this project.

“Both machines working in echelon took out a full lane and a half with each pass,” Trost said. “We ran our Level Pro systems on both machines to ensure consistency and as smooth a pavement as possible as a base for the new pavement layers. We

used long skis for the Level Pro system on the mills, and later, separate long skis for the Niveltronic Plus leveling system for our Super 2000-3i paver. We utilized a material transfer device, and even paved long days to eliminate the number of transverse joints in the pavement. We did all this to deliver a top quality finished product that would be as smooth as possible.”

Following milling, because the drop-off between lanes was too high to be left for drivers to negotiate safely, Gallagher followed with the paver placing the required IL 4.75 mm N50 (50 gyration) PG70-28 polymer-modified leveling course.

www.THeAsphaltpro.com // 33

“Illinois allows no more than 1.5 inches of drop-off in the pavement for motorist safety,” Trost said. “Because we cut 2.25 inches of pavement, we chose to pave the 0.75-inch leveling course right behind the milling operation.” About 9,500 tons of leveling course was placed on the project.

PAVE WIDE

Following the patching and leveling course, Gallagher set up its Super 2000-3i to pave 21 feet, 6 inches wide, 1.5-inches compacted lift thickness, placing two lanes of surface course with each pass of the paving operation.

Initial set-up advice and support for wide paving was provided by Vögele’s regional product support manager James Boucher and Narsingh.

“Vögele provided technical personnel to get us set up,” Gallagher’s director of construction, Tim Murphy, said. “We took a day before the test strip and they helped our mechanics put on the auger and screed extensions, and get everything dialed in and checked out, and get the long skis set up. Our people were really happy with how smooth things went with the wide paving.”

It’s not unheard of in North America, but paving two or more lanes wide is not common here. One reason is the reluctance of government agencies to try new processes, and with good reason: they are stewards of the public’s resources, and if a new process is tried and fails, the money is wasted.

It makes sense to stick with the tried-andtrue basics. Therefore, the success of the test strip was vital to the project.

“The test strip was exciting,” Don Gallagher said. “We had a lot of executives who came out, and everybody was impressed by the job and the quality of the test strip.

I believe IDOT was very happy with the test strip and because of that they allowed us to continue with wide paving for the entire project.”

The surface material was another Superpave mix, an IL 9.5 mm N70 (70 gyration) PG58-28 design. Approximately 19,000 tons of surface mix was placed, manufactured by Gallagher’s plant.

The project fell under Illinois DOT’s Pay for Performance (PFP) quality management program (QMP), in which bonuses or penalties are imposed according to two plant mix qualities of air voids in the HMA mixture, and voids in the mineral aggregate (VMA).

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The VF 600 screed with 25.5-foot kit was configured in the field.

“We are getting paid based on test results from the mix, and each of these properties accounts for 30 percent of the overall pay factor,” Trost said. “In-place density is the final pay factor and accounts for 40 percent of our overall pay factor. It’s important to us to have good control over the mix, and making it in our own plant helps us achieve this.” Ride quality is evaluated outside the PFP program.

For the first day of wide paving, using a material transfer vehicle, Gallagher Asphalt was able to place some 4,400 tons of HMA, and the second day placed

about 4,800 tons, Don Gallagher said in mid-August.

“We paved the four-lane S.R. 50 highway two lanes at a time,” Trost said. “Our schedule was to get all the paving done in four days, so after test strip approval, we did four miles a day for two days southbound. Then, the following week we turned around and did four miles a day for two days northbound.”

Density target for the wide lift was 93 percent, but Gallagher was routinely hitting 94 percent, Sullivan said. The VF 600 screed was providing initial compaction.

www.THeAsphaltpro.com // 35

The compaction train included a Hamm HD+ 120i VV HF. It was one of four breakdown rollers moving in echelon to get density before the Superpave mat cooled.

Paver operator James Benson said the screed was vibrating at 65 percent of capacity, and he was paving at 32 feet per minute.

“It’s slower than we usually would pave,

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but we want slow and steady,” Benson said.

“The object of the material transfer vehicle is to not stop paving, because every time the paver stops, we get a small bump.”

The longevity of the friction course was enhanced by use of a thorough bond or tack coat, placed full width, instead of the minimal spritzes sometimes seen in paving jobs.

“The tack coat is very important,” Gallagher said. “If you don’t get a proper tack coat down, you won’t get the proper bonding between the two layers, which will cause problems in the future.”

The asphalt emulsion tack coat used an SS-1H emulsion, at 70 percent emulsion, and 30 percent dilution, and was placed the complete width of the lanes, per IDOT specifications.

Breakdown rolling for the wide paving was done by four tandem vibratory compactors, behind the screed side-by-side in seven-pass echelon. Included was a Hamm HD+ 120i VV HF. “We have four vibratory rollers up front, running side-by-side, each making about seven passes,” Gallagher said. “They’re followed by two finish rollers to get out lines in the pavement. Final smoothness is the result of consistent material supply, the paver with wide screed moving at a consistent paving speed, the MTV eliminating mix segregation, truck bumping

and stops in paving, and careful and consistent compaction.”

Having that many rollers doing breakdown is important because the Superpave wide lift must be compacted before it loses heat.

Temperatures of mix coming out behind the screed varied from 290 to 310 degrees F. On this job, a thermal sensor system that sits on the paver and measures the mat temperature out of the screed was used. “I think it’s very important going forward to know you are consistently laying down a nice temperature mat that will roll nicely, as temperature plays a big role in how well the pavement will be compacted,” Gallagher said.

“We also were running intelligent compaction on the rollers, logging temperature, roller speed and pass counts,” he added. “Being able to pull the reports, and see that we are consistently rolling the same number of passes, lets us monitor the compaction process, and diagnose problems if something comes up. They can show our consistency in compaction, which will point to something else having gone wrong if there is an issue.”

Because Gallagher was using a variety of roller makes, it was using an aftermarket IC system retrofitted on the four breakdown rollers.

WINNING PLATFORM

Over the years, Gallagher Asphalt has relied on Wirtgen Group equipment to stay productive and profitable.

In addition to the W 210i and new W 220, Gallagher has a 4-foot W 120 F cold mill.

“We use them for leveling, grinding out shoulders and main line milling,” Gallagher said. “Having these three units allows us to handle about any type of milling work we need at our own schedule and not have to rely on subcontractors.”

Gallagher also has a variety of Hamm rollers, ranging from 48-inch to 66-inch drums. It has a number of the Hamm CompactLine small machines. And it uses Hamm HD 110 VT-S and HD 70 VT-S combination smooth drum/rubber-tired rollers in their hot in-place recycling operations as well as conventional HMA paving.

While the Super 2000-3i, acquired in early 2017, has replaced its 10-foot Vision 5200-2i paver, the firm retains its 8-foot Vi-

sion 5103-2i wheeled paver. “Our new Super paver is great, and this project is a testament to how well the machine was developed and designed,” Gallagher said. “The rideability of the pavement that it’s provided is outstanding.”

Here’s How Gallagher Eliminated Joints and Bumps Tip 1: They used their own plant for a consistent material supply Tip 2: They used a material transfer device to eliminate mix segregation, truck bumping and stops in paving Tip 3: They paved two lanes wide at a time at a consistent paving speed Tip 4: They ran four vibe rollers up front, side-by-side, making seven passes in echelon Tip 5: They ran two finish rollers to get any lines out of the pavement

www.THeAsphaltpro.com // 37

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

V-flights Allow for a More Even Veil of Material

FOR MORE INFORMATION VISIT ASTECINC.COM/VPAC

V-PAC

S TA C K T E M P E R AT U R E C O N T R O L S Y S T E M V-Pac U.S. Patent No. 8,863,404 B1

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

Clarke DeHart,

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

Oldcastle Prepares Port for Increased Traffic

BY JOSH HOUSTON

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C

Completed in June 2016, the decade-long, $5.4 billion Panama Canal expansion has set in motion a global shift in trade that is impacting the U.S. Gulf Coast region. The canal expansion enables the passage of Post-Panamax ships, which are massive vessels capable of transporting 13,000 shipping containers at once. That’s nearly triple the volume carried by traditional cargo ships. The canal now handles twice as much cargo, radically shifting how goods enter the United States.

CONTRACTORS CAN FIND PORT WORK

The Texas Gulf Coast area is destined to reap the benefits of this new world order, and its ports have responded accordingly, deepening their harbors to accommodate the Post-Panamax ships and expanding rail lines and docks to accommodate for the rapidly growing influx of cargo containers. In 2017, the Port of Houston was the fastest growing of the top 10 container ports in the United States, and that growth shows no signs of slowing.

While Texas is particularly affected by these changes, ports nationwide are adjusting to the new reality in global trade. The American Association of Port Authorities estimates that U.S. ports and their private sector partners will spend nearly $155 billion over the next several years in port-related improvements, including expansion, modernization and repair costs.

The impact of the canal expansion on Gulf Coast ports also extends to the region’s broader transportation infrastructure—in particular the freight lines and highways that carry the increased cargo imports to market. The Port of Beaumont is constructing an overpass—1,860 feet long—that will stretch over three rail lines to provide an unrestricted route for materials and traffic between the port and an adjacent interstate highway.

Meanwhile, International Maritime Organization (IMO) recently announced its cap on sulphur in the bunker fuel used by large oceangoing ships. This news stands to further advantage the Gulf Coast region’s ports and refiners, which have invested heavily in infrastructure, including the coking units needed to produce low-sulphur fuels.

While the full impact of the IMO regulations on refiners and shippers remains to be seen, the expansion and greater accessibility of Gulf Coast-area ports could not be more advantageously timed.

The binder course was 4 inches of 1.5-inch base HMA.

The top course was 4 inches of 5/8ths surface course HMA.

GULF COAST GETS IT DONE

For a Houston ship channel project, Gulf Coast, an Oldcastle Materials Company, performed the work for a private customer. The customer entrusted us with the proper materials, design and delivery; we sought the Texas Department of Transportation 2014 specifications as a guideline for our materials. We performed testing in-house using TxDOT-approved lab equipment.

Gulf Coast placed two lifts of hot-mix asphalt (HMA), as you can see in the photos here. The binder course was four inches of 1.5inch base HMA. The top lift was four inches of 5/8ths surface course, which is a larger, sturdier material to hold up to the heavy traffic the port experiences.

Some of the ships unloading here carry steel pipe from Asia, which has tremendous weight. The new surface has 18-wheelers and forklifts turning and moving heavy loads across it. Bundles of huge pipe sit on the surface. It must be sturdy to stand up to that level of traffic.

The project began August 2015 and finished February 2016.

Josh Houston is the operations manager for Oldcastle Materials.

Here you can see the Gulf Coast crew placing the surface course atop a good-looking binder course, which is already compacted and set for the structural integrity required of this port. Heavy loads on turning wheels will abuse this pavement for years to come. www.THeAsphaltpro.com // 41

KEEPING ‘PACE’ WITH INNOVATION

BY SARAH REDOHL

L

Pace Construction received a number of bonuses, as well as a Quality in Construction Award from MAPA, for its 22-mile project on Highway 63 in Missouri.

“Life is really simple, but we insist on making it complicated.”—Confucius There are a great many quotes and proverbs about the value of simplicity, but as Pace Construction, headquartered in St. Louis, Missouri, learned on a recent paving project in the state, simplicity can sometimes be overrated.

In November 2017, they completed a 55,000-ton mill-and-fill project spanning a stretch of 22 miles of Highway 63 to just south of Rolla, to past the border of Phelps and Texas counties.

“The initial scope of the project was pretty straightforward,” said Andy Ernst, vice president of construction operations at Pace.

The project called for around 55 lane miles of Superpave 125 C, some guardrail removal and replace, rumble strips, and striping. “We

42 // june 2018

actually took a simple job and turned it into a real challenge for us.”

Instead of performing the job based solely on the specs, Pace presented the Missouri Department of Transportation (MoDOT) with some cost-saving measures and innovative ideas using high-density and low-gyration mixes and new testing methods.

“Being on the front edge of innovation gives us a competitive advantage and gets us ahead of the learning curve before everyone else even gets started,” Ernst said. Although they had the low bid on the project, Ernst said Pace’s commitment to innovation was a contributing factor in the company’s approval to use the high density initiative grant.

The added complexity paid off. In addition to receiving a number of bonuses for the job, the project also received a Quality in

Construction award from the Missouri Asphalt Pavement Association January 2018, in the Superpave: Over 50,000 Tons category.

When it comes to simplicity, it’s simple to see that saving money and paving a better roadway wins out.

THE VALUE OF VALUE ENGINEERING

For the majority of the project, Highway 63 is just two lanes wide, with a shoulder on each side. In about 10 locations throughout the 22-mile project, the highway also has a passing lane.

Although the road is located in a rural setting, it’s a relatively heavily traveled road with commuter traffic and busy weekend traffic as residents of the surrounding areas head into Rolla—the largest town in the area—for work and to run errands.

“The existing surface had reached its life expectancy and had started to fatigue,” Ernst said. The existing pavement was around 15 years old at the time of replacement.

Despite the condition of the travel lanes, the shoulders made it through those years relatively unscathed.

“An interesting twist to the project was that in the original bid, MoDOT wanted to do a full width of new pavement, including the shoulders,” Ernst said. But when Pace estimators drove the job before bidding, they realized that the shoulders were still in good condition. They could be sealed, rather than repaved.

“Not paving those shoulders could save MoDOT some money,” Ernst said. “But we couldn’t have that conversation before we turned in our proposal, so we turned in our proposal as their plans indicated.”

After being awarded the contract, Pace filled out a proposal to use value engineering on the project and brought their suggestions to MoDOT’s engineers.

“MoDOT is a big proponent of what they call value engineering, which basically gives the contractor an opportunity to come up with better ways to take on the project

they’ve been awarded,” Ernst said. The idea is to come up with ideas to save money and/ or to offer a better, longer-lasting roadway.

Ernst said the contractor can also share in those savings, adding that sometimes the savings might be split 50/50 or other times, 75/25. On this project, Pace would receive 25 percent of the sum their proposals saved the agency.

Another proposal from Pace included paving a portion of the job with a high-density, low air void mix.

“MoDOT had just received a federal grant to use high density, low air void mix, so we proposed to change a part of this project to utilize those federal funds,” Ernst said.

The 60-gyration mix contained 3 percent air voids and 0.9 percent more AC. The team’s goal was to achieve 96 percent minimum density, plus or minus 2 percent, when rolling this section of mix.

After a number of meetings, Ernst said, MoDOT accepted both proposals: to fog seal the shoulders instead of re-pave

“That’s why they pair so well together.

You can find a happy medium and balance your mix design by using these tests together.”—Andy LaPlante them; and to pave a high density, low air void test section.

The changes proposed by Pace ended up saving MoDOT around $600,000 on the initial project cost of $4.023 million. MoDOT was then able to apply those savings toward paving a thicker lift of 2 inches instead of the initially-proposed 1 ¾ inches, for a final project cost of $4.125 million, including bonuses Pace received for smoothness and volumetrics. Additionally, $50,000 of the extra $100,000 price tag came from the federal grant MoDOT received for the high-density test section.

www.THeAsphaltpro.com // 43

For a marginal amount of money, MoDOT was able to get a better roadway that would “give them a better life expectancy out of the road, moving forward,” Ernst said.

PAVING, PIECE BY PIECE

The milling was performed directly ahead of the paving train with two half-lane milling machines from Wirtgen, a W2000 and a W220.

Prior to this project, MoDOT had just received a federal grant to use high density, low air void mix, so Pace proposed to change a part of this project to utilize those federal funds.

Two of the four test sections were paved with Superpave 125 C PG70-22 AC with 4 percent air voids and 80 gyrations, and the other two sections were paved with a high-density 60-gyration mix containing 3 percent air voids and 0.9 percent more AC. 44 // june 2018

The project lasted from August to November 2017, with all of the road work being performed during the work day between 7 a.m. and 5 p.m. No paving was performed on the weekends, due to higher traffic volumes.

Weekday traffic wasn’t too difficult to manage, Ernst said, but did get busier as the crew paved closer and closer to the outskirts of Rolla on the north end of the job. The crew maintained one lane of traffic throughout the project, with flaggers controlling motorists on each side of the project, and paved between 2 and 3 miles per day.

The milling was performed directly ahead of the paving train with two half-lane milling machines from Wirtgen, a W2000 and a W220. Ernst said they tried to keep the milling machines about ½ of a mile ahead of the paver, so they’d give the milling team about an hour head start in the mornings.

All of the paving was performed with Pace’s Cat 1055F track paver at widths varying between 12 and 14 feet.

Pace broke the project down into four test sections by asphalt tonnage.

The first 10,000 tons used the mix initially bid for the job—a Superpave 125 C PG7022 with 4 percent air voids and 80 gyrations.

On this section, Pace aimed to achieve 94.5 percent minimum density, plus or minus 2.5 percent, which is what had been specified in the bid, and they used four rollers: one Cat CB54XW, one Volvo DD-118, and two Volvo DD-120s. The rolling pattern was the same as any other job, with a pass count of five with each roller.

“We built it just as we would any other project, according to specifications,” Ernst said.

The second section used 10,000 tons of the same mix, Superpave 125 C, and the same rolling pattern, but added another Volvo DD-118 and a Sakai GW750 vibratory rubber tire roller to achieve a minimum density of 96 percent, plus or minus 2 percent. Each roller made five passes, with three pairs of rollers rolling in echelon.

“With that section, we just wanted to see what we’d have to do to improve minimum density by 2 percent,” Ernst said, “and for the most part, what we tried was successful.”

In the third section, Pace paved 10,000 tons of high-density mix with a goal of once again achieving 96 percent minimum density, plus or minus 2 percent. The 60-gyration mix contained 3 percent air voids and 0.9 percent more AC.

Despite the potential benefits of value engineering, Pace said it hasn’t done a project containing changes that were so complex. “This job allowed us to try these unique mix design changes,” Ernst said.

“That mix is more costly to produce because of the higher AC content, which is obviously the most expensive part of the mix,” Ernst said. That’s where the federal funds came into play.

“At the federal level, the Federal Highway Administration has an initiative to lower in place air voids and increase density,” Ernst said. “MoDot talked to a couple of different contractors about doing this and thought this 63 job was the best candidate, due to the larger size of the project giving them larger test sections of 10,000 tons each.”

Pace then compacted the mat in two test sections—one of each mix design—using four rollers making five passes each. Then, it added another two rollers for the other two sections.

On the final section, Pace paved 60-gyration mix with 4 percent air voids with a minimum density goal of 94.5 percent, plus or minus 2.5 percent. “One of the main reasons we lowered the Ndes gyrations was to meet the increased minimum density requirement,” Andy LaPlante said. LaPlante

is the director of operations for Interstate Testing Services, the independent materials testing lab which designed the mix used on this job. “I felt that it was a two-part implementation process. If we increase the minimum density, the mix needs to be designed around that.”

TM

for more info!

www.THeAsphaltpro.com // 45

“Lowering the design gyrations would help increase our ability to achieve that higher in-place density,” he added. “By lowering the Ndes gyration it would decrease the chance of degrading the mix during compaction and therefore increase the pavement life.”

On this section, they performed a couple additional tests: the Flexibility Index Test (AASHTO TP 124) and the Hamburg Wheel Tracking Test (AASHTO T 324). MoDOT wanted to test the mix every 10,000 tons, so this final section consisted of 25,000 tons of asphalt.

The Flexibility Index Test determines the fracture potential of asphalt mixes, and the Hamburg Wheel Tracking Test tests the rutting and moisture susceptibility of HMA. “If you design the mix too stiff, it’ll have low rutting resistance, but it will want to crack,” LaPlante said. “If you design your mix too soft, it will have high cracking resistance but will be susceptible to rutting.

That’s why these two tests methods work so well together. You can find a happy medium and balance your mix design by using these tests together.”

Although LaPlante had performed those tests before, this was the first time they’d been incorporated into a project.

“MoDOT wanted to use these two test methods and we were just as excited to use them as MoDOT was,” LaPlante said, adding that MoDOT wanted to perform them as part of a performance field verification.

They performed the tests during the mix design process, and collected samples from every 10,000 tons produced for the last section of the Highway 63 project to ensure it met the specifications developed for the job.

And meeting—or exceeding—the specifications is exactly what Pace did.

Pace received a $92,000 bonus for smoothness, $45,000 for moisture sensitivity testing, and $68,000 on its percent-within-limits pay factors, including density, air voids, AC content and voids in mineral aggregate (VMA). They also achieved their minimum density goals in each section.

As if those bonuses and a Quality in Construction Award from MAPA wasn’t enough, Pace is also talking about doing a similar job for MoDOT in 2018 on Route 60 in the city of Mountain View, in Howell County.

Pace Construction completed the 55,000-ton mill-and-fill project in November 2017.

It turns out, being open to new challenges, despite complications and complexity, can really pay off. As Douglas Horton once said, “The art of simplicity is a puzzle of complexity.”

CHOOSE YOUR

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Because

THE RIGHT CHOICE

lasts a lifetime

46 // june 2018

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The The Future Future of of Rubber Rubber Modified Modified Asphalts Asphalts

BY TOM ROSENMAYER

R

Florida, Louisiana and Tennessee have recently approved rubber modified asphalt (RMA) grades such as FDOT’s 76-22 ARB for all 76-22 modified asphalt applications.

Rubber modified asphalts (RMA) have been around for decades to offer excellent performance with environmental and cost benefits. Despite real-world experience, RMA still constitutes less than 20 percent of modified asphalts, with much of that concentrated in a few states in North America and a few minor applications in Europe. We see two primary drivers for this: limited application field and processability.

DECISIONS TO LIMIT THE APPLICATION FIELD

Conservative transportation agencies commonly limit the pavement applications in which RMA can be used. This limitation has unintended consequences throughout the supply chain. For terminal blenders and contractors, life is simpler with polymer modified asphalts (PMA), rather than having to run both RMA and PMA. The limited application scope also undermines the cost-savings potential with RMA, preventing RMA from achieving large scale with its associated cost benefits. Cost fluctuations

48 // june 2018

due to petrochemical pricing (the inputs for SBS polymer are oil based) can be avoided by using “local” rubber powders also impacting product choice, further complicating the business for departments of transportation (DOTs), blenders and contractors.

This may be changing, however. Some states, such as Florida, Louisiana and Tennessee, have recently approved RMA grades such as FDOT’s 76-22 ARB for all 76-22 modified asphalt applications. All qualified FDOT 76-22 ARB binders are hybrid binders, combining at least 7 percent rubber content with some amount of SBS type polymer.

These hybrids enable RMA binders to meet challenging MSCR elasticity requirements and pave the way for broadening the application scope. We expect this trend to continue with growing confidence in the latest hybrid binders in more states.

CHALLENGES REMAIN ON THE PROCESSABILITY FRONT

On one hand, RMA offers processing flexibility that PMA doesn’t have: It can be ter-

minal blended, plant blended, or dry mixed in either powder or pellet form, and doesn’t require milling. On the other hand, challenges with viscosity and stability sometimes appear, and preparation of hybrid systems can get complicated.

Lehigh Technologies is working hard to address these challenges and grow the application base for RMA. Now supported by Michelin, Lehigh will continue to invest in the development of new, sustainable modified asphalt technologies that meet or exceed the performance and processability of PMA for pavement applications.

Michelin’s purpose states: “Because we believe that mobility is essential for human development, we are innovating passionately to make it safer, more efficient and more environmentally friendly. Our priority and firm commitment is to offer our customers uncompromising quality. Because we believe that all of us deserve personal fulfillment, we want to enable everyone to do his or her best, and to make our differences a valuable asset. Proud of our values of respect for customers, people, shareholders, the environment and facts, we are all sharing the adventure of better mobility for everyone.”

Michelin’s equation for sustainable mobility now includes Lehigh Technologies and RMA. We look forward to the growth and innovation that can result from this unique combination.

Tom Rosenmayer, vice president of Lehigh Technologies, has more than two decades of experience developing technologies at both large and small technology companies, including Baker-Hughes, IBM, W.L. Gore & Associates, and Shamrock Technologies. He has a diverse background in technology, marketing and general management, including a five-year international assignment in Germany.

WHEN YOU COME TO A FORK IN THE ROAD,

PAVE IT.

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Asphalt Drum Mixers

That’s a Good Idea

Monitor the Bogies O

Overfeeding the head of material does more than bring mix up to hit the feed sensor and make it too dirty to work properly. When the team overfeeds material to the screed, they can get mix in the drive wheel of the tractor, causing a host of problems from poor mat quality to track wear. Here’s how to protect the bogies of a tracked paver, thus protect mat quality and your bottom line.

The track is 19 inches wide, 9.5 feet long, and about $10,000 to replace. Each one includes a large drive wheel close to the screed-end of the tractor, a tension wheel down by the front of the hopper, and seven wheels in between. In a perfect world, your paver operator will include the track in his daily walk-around of the machine, checking it for any imperfections or material buildup.

If you notice the bogies have aged to the point of crumbling, as shown in the picture below, replace them immediately. You can’t expect a machine in this condition to float smoothly.

If you notice asphalt has gotten on the wheels, use a biodegradable solution to dissolve it and clean it off before the shift begins. If mix builds up on the tension wheel, this puts pressure on the track and will cause problems with steering. If mix builds up on any of the bogies, it will cause bumps and ripples in the machine’s movement, which translates to bumps and ripples in the mat you lay. If you want smoothness in the road, you want the wheels to float smoothly.

During the shift, to keep material from overfeeding, monitor the feed sensor, the pile height and the auger speed. Extend the tunnels along with extensions to help keep material in line.

– BY JOHN BALL

John Ball is the proprietor of Top Quality Paving & 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.

52 // june 2018

ABOVE TOP: This is a clean and smooth track with clean wheels. The veteran screed operator on this side of the paver is keeping a close eye on the feed sensor, pile height and auger speed. He’s got the tunnel out to match the extension and keep material flowing in a smooth, controlled manner. This is a skill that new operators can be taught with time, patience and training. All photos courtesy John Ball of Top Quality Paving. LEFT TOP: This is the right-hand side of this paver. You can see that material has gotten stuck to the wheels. This has happened because the screed operator on this side of the machine is not maintaining the correct head of material. He’s overfeeding the endgate. When he overfeeds this area, the material mushrooms out and gets caught up in the drive wheel. This lets it get onto the bogie wheels. This causes the screed to shake or bump as the wheels shake and bump along. Once the material has gotten onto the wheels, you must clean it off. To prevent material getting there in the first place, keep track of the feed sensor and maintain a consistent head of material. LEFT MIDDLE: If you see the wheels aging, replace them.

BOTTOM: This team has overfed the endgate repeatedly. The material has wrapped around the track and will cause the tractor, thus the screed, to bounce. The way to fix this is to drive the paver to the side of the project, clean everything thoroughly, and start again with a fresh, clean track that can move smoothly.

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product gallery

New Products for the Paving Contractor’s Bottom Line ASV HOLDINGS

ASV Holdings Inc., Grand Rapids, Minnesota, released in April its new RT-40 Posi-Track® loader. Featuring a compact size, the RT-40 provides an alternative to walk-behind and stand-on mini skid-steer loaders. The model is designed for the rental market, homeowners or contractors working in tight spaces for anything from urban snow clearing to landscaping.

“The industry has never seen power like this in a machine the size of the RT-40,” said Justin Rupar, ASV Holdings Inc. vice president of sales and marketing. “The machine features remarkable performance for its 4-foot width. This means our customers can complete work faster, better and more comfortably in restricted areas.”

The RT-40 includes a turbocharged 37.5-horsepower Kubota diesel engine. The 1.8-liter displacement engine produces 84.5 foot-pounds of torque. The Tier 4 Final engine requires no regeneration, exhaust sensors or diesel exhaust fluid. The RT-40 also provides high tractive effort as a result of ASV’s Posi-Power system. The 4,175-pound RT-40 features a rated operating capacity of 931 pounds and a tipping load of 2,660 pounds. The loader is 48.3 inches wide and has an 8.4-foot lift height. It features speed up to 7.1 mph.

Variable auxiliary hydraulic flow comes standard on the Posi-Track loader. The system operates efficiently and at a high auxiliary circuit flow rate with a 13.3-gpm pump capacity and 3,000 psi system pressure, according to the manufacturer.

The RT-40’s cab provides rollover and falling object protection, safeguarding the operator from outside elements, and eliminates the fatigue that comes with standing.

ASV designed the RT-40’s cab with optimal comfort and visibility in mind. Large windows make it easier for operators to stay aware of surroundings. A bright rear light and adjustable front pedestal lighting improves safety in underlit conditions. The cab comes standard with a rearview mirror,

54 // june 2018

Optional features on the new RT-40 include smooth turf track. The RT-40’s quick-attach suits a variety of available attachments. or can be equipped with an optional backup camera. The cab itself is exceptionally tall to provide ample headroom for taller operators. It’s also pressurized for a clean operator environment, and optional all-weather or cold weather cabs include heat and air-conditioning. For convenience, the operator station features a cup holder, phone mount and DC outlet. Standard hydraulic joystick controls are designed to make operation easy and intuitive.

For more information, visit www.asvi.com.

BRIGGS & STRATTON

Vanguard™, Milwaukee, expanded its lineup in March to include a horizontal-shaft small block V-twin engine. The small block engine features an open-loop EFI system with electronic governing engineered for the demands of the commercial construc-

tion and rental markets. With the additional of this engine, Vanguard EFI is now available on four engine platforms across nine horsepower ratings varying in output from 23 to 37 gross horsepower.

For more information, visit www. vanguardengines.com to find a dealer near you.

CASE

CASE Construction Equipment, Racine, Wisconsine, introduced in March the new SV212D and SV216D single drum vibratory compactors—compatible with both smooth and padfoot drums. With bestin-class centrifugal forces, self-adjusting torque control system and the most climbing power in the industry, these machines are built for tough applications. Able to climb grades of up to 65 percent, the SV212D and SV216D feature a low-center-of-gravity

The SV212D soil compactor from CASE. axle-free design and a high-traction hydrostatic drive system to provide constant power to the wheels and drum with an electronic self-adjusting torque control system. The machines’ new 154 HP Tier 4 Final engine also delivers greater torque than previous models.

Available options include automatic traction control, padfoot and blade, and a more powerful HX drive designed to meet the demands of the most extreme conditions with increased torque and speed over the standard hydrostatic drive system.

Available in both open and cab configurations, the SV212D and SV216D feature a spacious, comfortable and intuitive operator environment with an adjustable seat that swivels up to 50 degrees, providing excellent visibility of the drum surface. Rear visibility is maximized with a sloped rear deck design.

Like all CASE machines, the SV212D and SV216D are designed for groundline serviceability. A push-button electro-hydraulic engine cover and push-button electro-hydraulic cabin tilting provide access at ground level to all fluid ports, drains, service checkpoints and filters for simplified maintenance.

For more information, visit CaseCE.com.

CATERPILLAR

The PM300 Series is designed for small-to-medium job sites where compact dimensions, optimum maneuverability and high production capabilities are required. The PM300 Series can be configured with one of three drum widths and a choice of wheel or track undercarriage. An articulating right leg can

be positioned outboard to provide additional stability during demanding cuts or positioned inboard for true flush cutting on the right side. The PM300 Series features advanced controls and system integration, and offers a full range of options and configurations for increased versatility.

The Cat® PM300 Series is equipped a 242 kW (325 hp) Cat C9 ACERT™ engine, matched with an optimized cooling system, to power the rotor drive. The PM310 offers a 39.4-inch rotor and chamber; the PM312 offers a 48.2-inch rotor and chamber; and the PM313 offers a 51.2-inch rotor and chamber. Unique to Caterpillar, the rotor system is extended inward towards the chassis. This allows the three models to possess the same overall machine width despite different width of cut. This design feature also enables the swinging leg on the right side to position in-line with the rotor for high production cuts or inboard in front of the rotor for flush cutting. This also eases loading/ transport procedures.

The controls for the PM300 Series are similar to other Cat cold planers with grouped functions and backlit buttons.

Proportional controls on steering, propel and conveyor joysticks are designed to provide better feel to the operator to make adjustments. The PM300 Series offers all models configured with a track undercarriage or a wheel undercarriage.

A dust abatement system is standard in countries that require it (optional in all other regions). It can be enhanced with an additional water spray system. The canopy offers protection from the sun and the elements. Ballast systems are available for specific applications.

For more information, visit www.cat. com/requestCatinfo.

CHEMTEK

Chemtek Inc., Morrisville, North Carolina, has released its new silica dust suppressant NeSilex™ to reduce worker exposure to respirable crystalline silica dust. NeSilex is recommended for any dust-producing construction activity including milling, sweeping, crushing,

www.THeAsphaltpro.com // 55

product gallery mining, sawing, jackhammering, earthmoving and grading.

NeSilex contains specially formulated surfactants, wetting and agglomerating agents causing dust particulates to saturate and attract to each other. This process allows for dust suppression, reducing silica dust inhalation by workers and the surrounding public. Initial testing has shown up to 100 percent reduction in respirable silica dust in certain construction activities. Using NeSilex will ensure that contractors meet OSHA Standard 29 CFR 1926.1153 Table 1 guidelines for exemption of employee exposure assessment for certain construction activities, according to the manufacturer.

For more information, contact David Elam at (919) 631-4331 or david.elam@chemtek.us.

JOHN DEERE

John Deere, Moline, Illinois, added in April three new plate compactors to its portfolio of over 100 Worksite Pro™ attachments.

The PC4, PC7 and PC10 plate compactor models are designed for trench, slope and excavation compaction applications.

These attachments are compatible with the John Deere 26G, 30G, 35, 50G, 60G compact excavators; the 310L, 310L EP, 310SL, 310SL HL, 315SL and 410L backhoes; as well as most competitive models.

“Proper soil compaction is the base for a successful construction project,” said Jessica Hill, program manager, global attachments at John Deere.

A large eccentric rotating weight creates vibration and impulse energy to deliver the optimal attachment productivity and

performance. The weight’s mass is further away from the shaft to provide increased impulse forces up to 8,000 pounds and improved compaction rates when working with compact granular soils. The motor is inset within the frame to protect it from damage. Hydraulic motor bearings use oil splash lubrication, and sealed eccentric bearings provide maintenance-free operation. The plate compactors are backed

by John Deere parts, service and warranty coverage.

For more information, visit www. johndeere.com.

LEICA

Hexagon, a global provider of information technology solutions, has launched the Leica Rugby CLH and Leica Rugby CLA lasers. This next generation of lasers offers the ability to adapt to user application needs through software upgrades that extend functionality and adapt to application needs. This ensures users have the right laser for levelling, aligning and squaring tasks on site.

“This new technology truly revolutionizes the world of rotating lasers by offering upgradability that empowers our customers to adapt to specific construction environments,” says Hexagon President and CEO Ola Rollén. “We are excited to be the first to introduce this disruptive technology and help drive transformation in an industry that is conservative when it comes to innovation.”

For more information, visit leicageosystems.com.

PSS

Deere added three new plate compactors to its portfolio of over 100 Worksite Pro™ attachments.

56 // june 2018

PSS, Cleveland, announced the launch of its newest product, the RoadQuake® RAPTOR™ rumble strip handling machine. It is designed to transport, deploy, realign and retrieve RoadQuake 2F Temporary Portable Rumble Strips (TPRS) in work zones, to improve operational efficiency and increase worker safety. The machine mounts to the front of a vehicle for ease of operation and has a capacity of 12 RoadQuake TPRS. The product provides positive portable protection when deploying and re-

The RoadQuake® RAPTOR™ transports and places up to 12 RoadQuake TPRS. trieving RoadQuake TPRS, and is designed for short-duration, short-term and mobile operations.

“The safety of workers, drivers, and pedestrians has always been and will always be the driving force behind every one of our product innovations,” said David E. Cowan, PSS President and CEO. “The RAPTOR was designed to keep workers off of the road and eliminate manual stress injuries due to lifting and carrying. We’re confident this innovation will have a positive, long-lasting impact on work zone safety.”

January 2018, PSS kicked off the RAPTour, a cross-country demonstration of the RAPTOR’s abilities.

For more information, contact Dave McKee at (216) 403-0898 or David.McKee@PSSInnovations.com.

ROADTEC

Roadtec, Chattanooga, debuted its Auto Cut technology at World of Asphalt in March. Auto Cut comes standard on the company’s RX-600 cold planer and allows milling machine operators to raise the mill, walk over obstacles, walk back into the cut, and resume milling at the same depth without reprogramming or delay, according to the manufacturer. Auto Cut is paired with ACE™, Roadtec’s grade and slope sensor system, and uses averaging skis and end gate sensors. Each leg of the machine is controlled by a different sensor, gathering four data points. Data is continuously updated and displayed, keeping the crew on the same page at all times.

For more information, contact Eric Baker at ebaker@roadtec.com or (800) 272-7100.

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

5 Ways to Parlay Patent Infringement into Profits Rebounderz CEO outlines what it takes to turn another party’s

infringement on your intellectual property into an ancillary income stream for you According to a January 2018 Seyfarth Shaw LLP report titled “2017 Patent Litigation: A Statistical Overview,” the past five years have seen a “significant increase” of patent litigation cases filed with the Patent Trial and Appeals Board (PTAB) and the Court of Appeals for the Federal Circuit (CAFC). Last year the United States Patent and Trademark Office (USPTO) published its own report citing a “drastic rise in patent litigation” that also referenced a USPTO working paper ominously revealing that “economists, legal scholars and policy makers are concerned about the impact of patent litigation on the rate and direction of U.S. innovation and on the functioning of the U.S. intellectual property system.”

These and other factoids make clear that patent infringement is alive and well in the United States, most often to the financial dismay of patent-holders who spend untold hours and sums of money trying to protect their intellectual property—and the marketplace edge often reliant on those assets.

Such infringement is alleged in the road construction trade. In fact, as Equipment World reported January 2018 relating to an ongoing case, “The U.S. International Trade Commission is investigating allegations

by Caterpillar that German manufacturers Wirtgen and Vogele violated patent laws. Cat’s counter-claim is nearly identical to an initial claim filed in July by the German manufacturers against Cat. Both sides claim patent infringement of their road construction equipment.”

However, what if rather than issuing the Cease and Desist and otherwise going the exhaustive and expensive litigation route attempting to prosecute inadequately responsive offenders, patent owners instead strategically engaged said offenders in ways that boost their own bottom lines, accelerates growth, raises capital, and expands market share?

While this might sound like a far-fetched notion, it’s exactly what Rebounderz Family Entertainment Centers is doing… with success.

Having serially been in situations where other competitive businesses were utilizing industry-leading materials and methodologies for which the company holds patents, I’ve taken a gutsy and rather ingenious approach. Rather than litigating with the sole intention of shutting down the offenders or certainly their use of my intellectual property at the very least, I’ve instead adopted a strategic partnership mentality, enforcing my patent rights in a way that’s earning the company significant ancillary revenue streams and hastening corporate growth.

Below are a few suggestions on what it takes to parlay a patent infringement situation into profits: • Strategize ways to near-term and long-term monetize. Create new opportunities together in a joint venture or strategic partnership. New services, additional product lines and spinoff businesses can be created to benefit both parties. Just because an entity has infringed on a patent does not mean that they want to or intend to continue infringing in the future or that they are unscru-

A

58 // june 2018

Photo courtesy Rebounderz pulous. Clearly lay out a plan that is win-win for both parties and work together to build both bottom lines. Strategize how you and the infringing party can work together as strategic partners ongoing, for the long-term, in order to sustain value. Explore if the relationship can evolve to possibly work together to sell additional products or services that you were previously not exploring or that didn’t make sense in the short-term. There are several ways the relationships can be extrapolated for mutual gain. It’s just a matter of aptly conveying the value your organization brings to the table, not the least of which is the patent license or usage opportunity for the party that would otherwise have neither.

• Offer a licensing and/or royalty fee for continued use. While you should certainly have a Cease and Desist letter at-the-ready, the other party may actually be unaware of their patent infringement to begin with. Most good business people want to do the right thing and don’t intentionally violate a patent. Develop a program offering a usage license or royalty fee for the life of the patent either payable in a lump sum, as annual payments or as monthly payments to make it easier for the infringing party to budget for. Your patent attorney or your company’s corporate counsel can readily help create this license agreement to help protect your company as well as the ownership integrity of the patent itself.

• Make your outreach binary; either work together to monetize or face legal action. Try to give your patent offenders options that make it easy and attractive for them to work in synch with you. It’s not hard to open your net wider to provide new and creative solutions, and opportunities abound. These include 1) providing a license for the length of the patent; 2) selling a license for a shorter period; 3) providing an outlet for them to sell you their business if that is their intention, or if there is little opportunity to collect a license fee; 4) suggesting operating as a joint venture or partnership such that your patent license serves as your investment into the

new entity; 5) creating new products with the infusion of the patent that each party could bear responsibility for selling; 6) developing a scenario whereby both parties could come together to sell both companies to a larger entity, such as a private equity firm that may purchase both businesses.

• Get a sense of intent and beware the “patent pending game.”

Some infringing businesses and manufacturers will claim to have patents pending; however, all too often these companies only have patent(s) “pending” that are actually infringing on perfected patent claims of another party. So be sure semantics isn’t getting in the way of everyone’s clear understanding of the legal situation and real ramifications.

• Vehemently protect your well-earned patent holder rights.

You achieved patent protection for a reason, and by all means file everything necessary to keep the patent valid and unencumbered.

Let the industry know your intentions so there is no misconception of who owns the patent, who has the protected claims, and the rigorous legal action that will be taken against anyone violating your patent’s protected claims. Take an offensive strategy by ensuring patent infringers know with specificity how your claim(s) are far superior than their designs. To accomplish these objectives, have your attorney write letters to the patent infringers as soon as possible, outlining exactly how, when, where and why they have misused your patent(s) without a proper license. Continue aggressive follow-up and take pictures and collect other evidence, as appropriate, of how the infringers have illegally utilized used your

perfect patent. Ultimately, have some bite in you. Always be willing to act and pursue legal action if need be. But, do make every attempt to monetize before going this route as one company’s mistake could very well be your good fortune.

While we’ve found it highly prudent to work with infringing organizations as strategic partners and settle patent disputes through lump sum or monthly payments in order to reduce ongoing legal costs for both parties, there are some instances where it’s necessary to use legal means to make patent infringements work in your favor. In my own experience, my company has settled suits by having the infringing party purchase our patent license, allowing them to continue to operate their business using our three (3) perfected patents that cover 59 claims.

– BY TIM MURPHY

Tim Murphy is CEO, principal and exclusive commercial real estate broker of Rebounderz family entertainment centers. He has coached executives and businesses best practices from 30+ years with 120+ brands and 8,500+ locations as CEO, president, COO, CFO and advisor with international franchise, entertainment, restaurant, food, retail, resort, theme park, service, manufacturing, development, and real estate for public, private, startup, and private equity companies.com.

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www.ahernindustries.com

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

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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

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advertiser index Ahern Industries . . . . . . . . . . . . . . . . . . . . . . . . . 59 Almix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Ammann . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Applied Test Systems . . . . . . . . . . . . . . . . . . . . . . 36 Asphalt Drum Mixers . . . . . . . . . . . . . . . . . . . . . . 50 Astec, Inc . . . . . . . . . . . . . . . . . . . . . . . . 27, 38, 53 CEI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Chemtek . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 ClearSpan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 Construction Angels . . . . . . . . . . . . . . . . . . . . . . . 63 CWMF Corporation . . . . . . . . . . . . . . . . . . . . . . . . 9 Dillman Equipment . . . . . . . . . . . . . . . . . . . . . . . . 20 E.D. Etnyre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Fast-Measure . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Gencor Industries . . . . . . . . . . . . . . . . . . . . . . . . . 4

Heatec, Inc . . . . . . . . . . . . . . . . . Inside Front Cover, 57 KM International . . . . . . . . . . . . . . . . . . . . . . . . . .31 Kelly Steel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60 KPI-JCI-AMS . . . . . . . . . . . . . . . . . . Inside Back Cover Lastrada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Pine Instruments . . . . . . . . . . . . . . . . . . . . . . . . . 46 Process Heating . . . . . . . . . . . . . . . . . . . . . . . . . 37 Reliable Asphalt Products . . . . . . . . . . . . . . Back Cover Roadtec . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3, 43 Stansteel . . . . . . . . . . . . . . . . . . . . . . . . . . . 23, 61 Systems Equipment . . . . . . . . . . . . . . . . . . . . . . . 49 Tarmac International, Inc . . . . . . . . . . . . . . . . . . . . .13 Top Quality Paving . . . . . . . . . . . . . . . . . . . . . . . . 65 Troxler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Willow Designs . . . . . . . . . . . . . . . . . . . . . . . . . . 60

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.

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Here’s how it works

Step 5 The secondary conveyor then deposits the material into the dump truck.

Step 4 The CB-100ʼs primary conveyor pulls material out of the housing and transfers it to the machineʼs secondary conveyor.

Step 3 Step 1 Front-mounted rakes comb through material to separate and remove large debris.

Step 2 Strike-off blades cut material heights to a manageable level.

The broom sweeps up fine material while dual moldboards direct material to center.

Roadtec’s CB-100 Conveyor Broom W

When it comes to collecting RAP on the job site, it can also be worthwhile to establish a method for gathering fine material. Fine material typically has a higher asphalt content than normal RAP—around 7 percent, Roadtec’s Kyle Hammon estimates—and that can mean big money for contractors who also own an asphalt plant. That’s exactly what the team at Roadtec had in mind when they engineered the CB-100 mobile, self-propelled conveyor broom. Here’s how it works.

The CB-100 is designed to clean the surface behind the milling machine, as well as capture fines for use back at the asphalt plant. The machine, powered by a 99 horsepower Kubota engine, can travel at speeds up to 10 miles per hour. It also features a folding conveyor design for easier and more efficient transit to and from the jobsite.

Fine material capture starts with the CB-100 flow system design.

First, front-mounted rakes detach debris from the road surface.

Next, strike-off blades cut material heights to a manageable level.

Then, the material is swept up by the 72-inch-wide brush, which rotates at 150 rpm. Its enclosed brush housing helps to contain fine materi-

66 // june 2018

al while dual moldboards direct material to the center to prevent end gate material loss. The brush’s adjustable, free floating design—controlled by the operator—enables the brush to reach every crevice. A cyclone air filter prevents fine material from infiltrating the operator’s cabin.

As fines are collected, they’re channeled to the machine’s 48-inchwide primary conveyor, which pulls material out of the housing and transfers it to the CB-100’s 24-inch-wide secondary, or discharge, conveyor. The secondary conveyor is equipped with a canvas cover, similar to what you might see on a milling machine, to mitigate material loss. Unlike a milling machine, the secondary conveyor also has solid side walls to keep material from escaping on its way to the dump truck.

The secondary conveyor ejects fine material into a dump truck traveling in front of the CB-100, eliminating the need for a vacuum truck. The fines can then be returned to the asphalt plant to recover the cost of the broom and eventually become an additional revenue stream for the contractor.

For more information, contact Eric Baker at (800) 272-7100 or ebaker@roadtec.com.

RAP IS WORTH WHAT IT REPLACES.

From Equipment to Application Any recycled product is worth what it replaces. To fully realize the value of RAP, you must process it back to its original mix design. As an Astec Industries group of companies, KPI-JCI and Astec Mobile Screens are leaders in RAP processing. We pair that with a wide selection of crushing, screening, and material handling equipment required to fractionate RAP and ensure the highest quality materials throughout the recycling process.

Learn more at kpijci.com

KPI-JCI and Astec Mobile Screens

Astec Industries Companies

700 WEST 21ST STREET • YANKTON, SD 57078 USA • 800.542.9311 • FAX 605.665.8858 • kpijci.com

GENCOR 250-TON ASPHALT STORAGE SILO

RAP-15328

• SAFETY GATES • ELECTRIC HEAT ON CONE

CEDARAPIDS MAIN DRAG SLAT CONVEYOR

GENCOR/BITUMA FLAT UNDERPLANT TRANSFER CONVEYOR

RAP-15069

RAP-15154

• 36” WIDE X 88’ LONG • REJECT CHUTE • 400 TPH

• 32” WIDE X 17 FT LONG • 400 TPH • DOUBLE CHAIN

BURKE HOT OIL HEATER

HAUCK SJ520 BURNER & BLOWER

RAP-15274

RAP-15320

RAP-14883

• 1.5 MBTU • POWER-FLAME COMBO BURNER

• 400TPH • 102 FT OVERALL 98FT6IN SHAFT TO SHAFT • 100HP MOTOR WITH ASSOCIATED REXIII GEAR REDUCER • SINGLE STRAND CHAIN WITH CHROME FLOOR • 32IN INSIDE BOX • CHOP GATE MECHANISM PRESENT BUT PLATED OVER

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

RAP-15086

• NEVER USED - STILL IN CRATE • NEVER FIRED OR MOUNTED STARJET BURNER WITH EXTENDED NOSE • NEW TBA36 BLOWER

GENCOR/ BITUMA MAIN DRAG CONVEYOR

GENCOR PORTABLE RAP SYSTEM

• NEW GAS BUTTERFLY VALVE WITH ORIFICE PLATE • FUEL MOD VALVE IS INCLUDED • COMBO FUEL SET-UP • EA57 DRIVE MOTOR

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

1997 ASTEC BAGHOUSE

RAP-15268

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

THREE 200 TON ESTEE SILO SYSTEM

RAP-15066

• 1997 ASTEC BAGHOUSE • MODEL RBH 68 1997-142175 • 68,000 CFM • EXHAUST FAN W/ (2) 150HP MOTORS

• STACK • TO INCLUDE COMPLETE SET OF DUCTWORK, 10X10 KO BOX AND DUCT HEATER

• MODEL YEAR 1993 • NO TRUCK SCALE • 3 SILOS 200TON. 48FT DECK • DRAG HAS CHROME FLOOR HEIGHT AND TWO OF THE SILOS HAD • 80 FT SLIDING DRAG. 77FT CONE LINERS INSTALLED TWO SHAFT TO SHAFT. 350TPH YEARS AGO SINGLE STRAND CHAIN

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