Asphalt Pro - December 2019

State of Sustainable Industry Issue

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CONTENTS

asphaltPRO December 2019

departments

22

Editor’s Letter

6 – Encourage Battery Recycling

Safety Spotlight 8 – Virtual Reality Training Offers Safe Place to Fail

By Sarah Redohl

MIX IT UP

14 – State of Modified Binders

By Skip Paul

SOLVE YOUR PROBLEM 18 – Solve Dumped Mix

By John Ball

TRAINING

20 – Check Endgate Springs

By John Ball

8

PAVEMENT MAINTENANCE

36

22 – Minnesota Puts Micro Surfacing on Trucks From Bergkamp

PRODUCER PROFILE 28 – Benevento Companies Enhances Asphalt Operations

By Sarah Redohl

PROJECT MANAGEMENT 36 – Kentucky Takes Micro Surfacing to the Taxiway

By Sarah Redohl

28

INTERNATIONAL SNAPSHOT

40 – State of International Industry

By AsphaltPro Staff 42 – International Anniversary From Continental

OFF THE MAT

44 – Top Questions to Ask Your Liquid Asphalt Provider

By Ralph D. Shirts

PRODUCT GALLERY

56 – Pave with New Products

NEW TECH

Feature articles 50 – Be Fuel Efficient From Association of Equipment Manufacturers 52 – Find Your Next Plant Manager

By Ken Monlux

60 – Maximize Driver Safety, Compliance with NexTraq

By Sarah Redohl

54 – New Generation of Diesel Power Delivers Clean Air Benefits From Diesel Technology Forum

HERE’S HOW IT WORKS

62 – Rental Expectations for 2020

By American Rental Association

66 – BOMAG’s CR 1030 T Paver

State of Sustainable Industry Issue

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

Dunn University Trains Virtually • Ask Your AC Supplier • Modify Binders in RAP • Spring for a Better Joint • Micro Surface the Runway • Benevento Commands the Haul

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DECEMBER 2019 WWW.THEASPHALTPRO.COM

on the cover The Cat® Safety VR modules currently focus on asphalt paving, but offer tangible safety benefits in other areas for Dunn University. See related story on page 8. Photo courtesy of The Dunn Companies.

editor’s Letter Encourage Battery Recycling

My first two forays into the world of lithium-ion (Li-ion) battery power to operate lawn equipment have been disappointing. Now that I’ve researched rumors about Li-ion battery production’s effect on our planet and what happens to the humans who mine the cobalt, nickel, manganese, etc. that goes into their manufacture, I’m ashamed of adding to the frenzy for electric and hybrid equipment.

As members of the asphalt road-building industry, we all want to enhance the already environmentally friendly ways we do business. We’re putting higher percentages of reclaimed asphalt pavement and recycled asphalt shingles into pavement mixes with elements that encourage performance properties to last an increasing number of years. We’re crushing up PCA surfaces to replace them with long-lasting, flexible, hot-mix asphalt and warm-mix asphalt pavements, both of which boast minimal carbon footprints from cradle-to-gate, according to research performed for the 6th Eurasphalt & Eurobitume Congress held in Prague. This commitment to sustainability is one reason why we, as an industry, collectively sat up and took notice of battery-operated vehicles and the concept of “electric” equipment around job sites.

Let’s face it; the battery-powered, remote-controlled compactor on display at the latest equipment show is a seductive piece of machinery. Everybody wants her. But what did the battery cost in terms of carbon footprint and child labor to mine and manufacture? Writing for Chemical and Engineering News’ July issue, Mitch Jacoby reported in his article titled “It’s time to get serious about recycling lithium-ion batteries,” that “mining for some battery metals requires processing metal-sulfide ore, which is energy intensive and emits SOx that can lead to acid rain.”

The cathode metals used in manufacturing Li-ion batteries are cobalt and nickel. Those metals are among those mined in the Democratic Republic of the Congo, where “informal” mining operations are popular. I encourage readers to do their own research on the labor practices there.

If we look past the manufacture of these batteries to the cost at the end of their lives, we see that recycling is not an easy answer yet. Recycling the batteries not only keeps them from leaching their solvents into groundwater when they pack a punch on landfill space, it offers a bite into the initial carbon footprint. The cradle-to-grave carbon footprint of the Li-ion battery can be reduced, obviously, when the battery is recycled efficiently. At this time, efficiency is lacking, but, as Jacoby pointed out in his C&EN article, post-graduate studies are now training students in battery recycling. Scientists are taking the early lack of Li-ion battery recycling know-how seriously.

Sadly, the cost of cobalt has dropped from about US$90,000 a metric tonne in mid-2018 to about US$30,000 a metric tonne in mid-2019, according to InvestmentMine, which takes the smelting process involved in recycling battery components down a less profitable path than merely making new batteries with virgin materials. (As of press time, infomine.com reported the price of cobalt at US$35,499.94 per tonne.) Hopefully, the same environmentalists who prefer Li-ion batteries to traditional power sources will forego the large profit to find a way to keep millions of tons of batteries out of landfills as the trend toward electric-powered vehicles and equipment continues.

Right now, I’m ashamed of the four Li-ion batteries in my garage to semi-power lawn equipment because I thought I was saving energy and money on gas and oil for a trimmer and lawn mower. I’m ashamed that I didn’t do more research ahead of the purchases. I’m ashamed that I contributed to the slave labor market in another country. This is my own cross to bear, but I won’t sit quietly while I bear it. I want to make others aware that we haven’t found some kind of panacea in Li-ion batteries over the internal combustion engine. Don’t be fooled by “environmentalist-speak” when it comes to these packets of power. Do your own research and make your own decisions regarding the use of battery-operated equipment.

Stay Safe,

Sandy Lender

6 // December 2019

December 2019 • Vol. 13 No. 3

asphaltPRO

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

(573) 823-6297 • www.theasphaltpro.com GROUP PUBLISHER Chris Harrison chris@ theasphaltpro.com PUBLISHER Sally Shoemaker sally@theasphaltpro.com (573) 823-6297 EDITOR Sandy Lender sandy@theasphaltpro.com (239) 272-8613 ASSOCIATE EDITOR Sarah Redohl sarah@theasphaltpro.com (573) 355-9775 MEDIA SALES Cara Owings cara@theasphaltpro.com (660) 537-0778 ART DIRECTOR Kristin Branscom BUSINESS MANAGER Susan Campbell (660) 728-5007

AsphaltPro is published 11 times per year.

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

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

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

safety spotlight

The Dunn Companies established Dunn University February 2019 and works to ensure each of its 1,800 employees have completed the Cat® Safety VR training program.

Virtual Reality Training Offers Safe Place to Fail

Caterpillar’s virtual reality safety training offers Dunn Construction crews a safe place to learn.

The Dunn Companies, Birmingham, Alabama, encompass 10 operating companies serving the real estate development, civil construction, building construction and maintenance, ready-mix concrete and asphalt industries.

To continue growing over the course of the company’s 141-year history, workforce development has been integral to the company’s success. Now, more than ever.

“At the end of the recession, there were seven people for every open job in our industry,” Chris Stricklin said. “Now, there’s less than one person available per open job.”

Stricklin was hired to lead Dunn University, established February 2019, to recruit, train, develop and retain the company’s 1,800 employees.

T

8 // December 2019

REAL PROBLEMS, VIRTUAL SOLUTIONS Around the time of the launch of Dunn University, Cody Jackson was sent a picture of Cat® Safety VR, a virtual reality safety training program by Caterpillar Inc., Peoria, Illinois, that was on display at World of Asphalt. Jackson is the safety manager at Dunn Construction, one of Dunn Companies’ four asphalt companies.

Virtual reality (VR) immerses the user in a simulated environment with which they can interact. Stricklin was immediately interested in what the VR training could offer Dunn University.

“I was a fighter pilot in the Air Force, so I understand the importance of having a safe place to fail,” Stricklin said. Even though the training tool had yet to hit the market, he knew he wanted a headset for Dunn

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safety spotlight Construction, that meant training in the conference room and, later, taking new employees to the job site and walking them through various situations.

“In the past, classroom presentations were the only way we could get that information out there to new employees before they get on the job,” Jackson said. “In this industry, it’s so hard to speak into new employees what they’ll be faced with on the job site: cars zipping by at fast speeds, maybe hitting cones. With VR training, we can get that base of knowledge before they get out on the job site. It gets something turning in their brains where they realize this is not just a walk in the park.

They can’t get complacent; they have to listen to what the foreman tells them to do.”

NEW TECH, UNEXPECTED USE CASES

The Dunn Companies encompass 10 operating companies serving the real estate development, civil construction, building construction and maintenance, ready-mix concrete and asphalt industries. To continue growing over the course of the company’s 141-year history, workforce development has been integral to the company’s success.

Oct. 17, 2019, Stricklin and Jackson took the Cat® Safety VR system to Shelby County High School in Columbiana, Alabama, where they had two Driver’s Education students and the instructor go through the simulation to encourage safe driving behavior through work zones.

University. By mid-April, Dunn had acquired the first Cat® Safety VR system. “Everyone has a first day on the job. Nothing is more important than understanding what they’re walking into, how to be safe themselves and how to help others be safe.”

Prior to Dunn University, each company under the Dunn umbrella was training in its own way. For Jackson and the employees of Dunn

10 // December 2019

Although Dunn originally wanted the VR training for new employees, what they found was that it also helped mitigate complacency among more seasoned employees. “People who’ve been doing this for a while sometimes get into bad habits,” Stricklin said. “The VR system makes them rethink safety.”

They also have their executives go through the VR training. Although Dunn executives have all been out on job sites, the VR training is a useful reminder of what the crews are dealing with on a daily basis. “We’ve always had a safety mindset in all of Dunn’s companies, but this was a great renewal of that mindset,” Stricklin said.

Dunn doesn’t require employees to make it through the entire 30-minute training experience flawlessly—and for good reason.

“We feel like that would lead to people telling their friends what to watch out for,” Jackson said. The way they’ve been doing it, they say, has actually led to a friendly competition. “We ask people not to tell anyone else what to watch out for because that would hurt someone else’s training and we want everyone to experience it for themselves.”

Employees also were not told that it was possible to simulate injury in the VR simulation. When they do make a mistake that would result in injury in the real world and the screen goes red, Jackson said, “it really hits home with them, that if they don’t do their job safely, they could actually die.”

In fact, he added, the VR experience has made safety the topic of conversation around the water cooler. “Everybody would be talking about how they did on the VR headset,” Stricklin said. “It’s great to see people competing to see who can be the safest. Safety was being talked about in every venue of our company.”

Dunn also uses the Cat® VR safety training as a recruitment tool. In fact, Stricklin said, that was the very first place they debuted it. “[Caterpillar Safety Services’ business development manager Justin Ganschow] rushed it over to my office for a recruitment event,” he said.

Normally, Dunn brings in a paver to try to entice young people to stop at their booth and discuss career opportunities. Now, they bring the VR headsets and the drones they use to generate three dimensional volumetric models of Dunn’s job sites, plants and stockpiles, to determine road grades, assist with quality control, capture aerial photography and manage stockpile inventory. “They come over to see what that’s about and they learn that construction is more than using a shovel and a hammer,” Stricklin said. “We’re flying drones and training on VR headsets.”

Dunn also took the VR headset to a regional safety summit at the University of Alabama for contractors of all kinds from across the state. “It

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safety spotlight

To get all crew members through the training, Dunn has a clerical employee head to the shop 45 minutes early a couple mornings each week alongside a couple members of the crew to run them through the training and then drive them out to the jobsite. was an eye-opener for people working in other areas of the industry,” Stricklin said. “People were talking about how they never realized how hard it was out there building roads. Every area of construction is dangerous, but vehicles coming past you at 80 mph is a different kind of danger.”

In fact, Stricklin and Jackson think that this VR training could be useful to encourage safer driving through work zones. Oct. 17, 2019, they took the Cat® Safety VR system to Shelby County High School in Columbiana, Alabama, where they had two Driver’s Education students and the instructor go through the simulation.

“The first student screamed and actually ducked to the ground,” Stricklin said. The response from the second student was similar. “They both said that they would never drive through a construction zone the same again and had no idea what it was like to work beside moving cars like our teams do each and every day.”

This is a sentiment Ganschow has also experienced firsthand.

“One of the first reactions I had to the VR training was on a podcast with the Association of Equipment Manufacturers,” Ganschow said.

“The first reaction of the interviewer [Dusty Weis] was, ‘I’m changing my behavior in construction zones.’ People need to know that even a momentary lapse in attention can cause a disaster and alter many peoples’ lives.”

THE FACTS OF FACILITATION

Although new tech can sometimes seem complicated, Stricklin said unpacking, setting up and running the VR headset is a non-issue. “It’s so simple, we made a picture-by-picture instruction page and now anyone can set it up in three minutes,” he said.

“Our biggest challenge is that we only have one,” Stricklin said, adding that they intend to purchase more units in the future.

Originally, Stricklin and Jackson discussed having employees go through the VR training during the slow season, but Stricklin didn’t want to wait. Jackson came up with the idea to have a clerical employee head to the shop 45 minutes early a couple mornings each week alongside a couple members of the crew to run them through the training

12 // December 2019

and then drive them out to the jobsite. On rainy days, they’ll run entire crews through the VR training.

As soon as all of the employees at Dunn Construction complete the VR training, Stricklin will take it to Dunn’s other three asphalt companies and eventually to its aggregate and concrete companies. Eventually, Dunn would like to have every one of its 1,800 employees experience the VR training.

“Even though the modules focus on asphalt paving, the training has tangible safety benefits in other areas as well,” Stricklin said. They also look forward to Caterpillar adding new training modules to the program in the future. “As soon as we got the VR training, we immediately thought about how helpful it would be to have a training simulation for our quarries.”

Ganschow said Caterpillar intends to produce additional modules as they identify partners within the industry to help develop modules on other topics.

“We want to serve all industries where Cat is present, whether that’s mining or quarry, aggregate or construction,” Ganschow said. Their next module, he added, will most likely cover general safety on or around their equipment, specifically focusing on higher hazard maintenance and servicing tasks, as well as weather hazards, stability issues, and working safely within a dynamic environment where equipment is moving around. “There’s really no end to what we can simulate.”

For now, Dunn will continue to train its employees with the asphalt paving module currently available.

“When an Air Force guy comes into your organization and says he wants to buy a VR headset to replicate what you’ve been doing your whole life, it’s a hard sell,” Stricklin said. “Now, everyone’s saying, ‘What did we do without this for 141 years?’”

“Every aspect of the VR training is something we experience every single day,” Jackson said. “It’s an atmosphere where people can safely fail.”

– BY SARAH REDOHL

Dunn U to the Rescue Dunn University covers both core skills training and professional development, and is constantly expanding in scope. For example, Dunn has partnered with an area community college to teach craft skills, and a non-profit to teach equipment operation, and Regions Bank to train its employees on financial wellness. They’ve also hired a second chaplain to assist employees going through a difficult time or overcoming trauma.

“We want to take care of the whole person,” Stricklin said. “We want to make sure their family is taken care of, mind, body, spirit and skill.”

In central Alabama, Stricklin sits down with a few competing companies each month to brainstorm how they can jointly improve workforce development in that area.

“This is bigger than Dunn,” he said. “We want to support a better community and a better industry for us all.”

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State of Modified Binders Editor’s Note: The technical committee of the Association of Modified Asphalt Producers (AMAP) conducted a reclaimed asphalt pavement (RAP) study, commissioning the laboratories at the Asphalt Institute to conduct testing under the direction of Mike Anderson. AMAP’s current president and the director of research and development pavement technologies at Ingevity, Dr. Everett Crews, prepared the summary chart included in this report.

The laboratory research detailed herein examined the performance of 30 percent reclaimed asphalt pavement (RAP) mixes using a standard PG76-22 modified asphalt binder and a PG76-28, softer-based asphalt with added polymer modification. The cracking and rutting performance of these RAP mixtures was compared to a RAP-free mix using the standard PG76-22 modified asphalt binder.

The purpose of this comparative analysis was to establish preliminary evidence that, by using modified binders, 30 percent RAP mixtures could be designed to equal or exceed the performance of RAP-free mixtures for either wearing courses or intermediate pavement layers.

As our global paving industry pursues the sustainability objective of 100 percent asphalt pavement recycling, it becomes increasing clear that asphalt modifiers such as polymers, phosphate additives, recycling agents, warm-mix additives and many others, will have a prominent part in achieving this goal.

In this study, it showed that a 30 percent RAP mixture using a highly-modified PG76-28 binder could be a cost-effective substitute for a RAP-free mixture using a PG76-22 binder in wearing course applications. The results also suggest, however, there may be cost/performance limits to the benefits that modifiers may impart.

How much polymer is needed to overcome the impact of RAP binder on low-temperature fracture? Does an increase in RAP in surface mixtures warrant the cost increase resulting from increased polymer, recycling agent or warm-mix additive contents?

Are packaged products, which combine, for

T

14 // December 2019

example, polymers and recycling agents, needed to formulate high-RAP mixtures that comply with today’s balanced mix design specifications? Are changes in process conditions needed such as using warmmix production temperature or marinating RAP to achieve higher RAP contents?

Or, would a greater use of RAP in bases, intermediate layers, shoulders, and low-volume roads be a more cost-effective and sustainable approach versus 100 percent recycling? Future AMAP research intends to address these types of questions, but here’s what we’ve discovered in the current study.

BACKGROUND ON THE MATERIALS AND MIXTURES IN THE AMAP RAP STUDY

Two different binder grades (a PG76-22 and a PG76-28) were used in the laboratory study to prepare three different limestone mixtures at hot-mix temperatures. Two mixtures were prepared with a PG76-22 using 0 and 30 percent RAP. The third mixture was prepared using a PG76-28 binder with 30 percent RAP. The gradations of the aggregate were carefully batched so that each mixture contained the same aggregate skeleton.

Triplicate analyses of the extracted RAP binder showed that the binder content

Table 1. Test Results Summary Information prepared by Dr. Everett Crews

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was 5.27 percent +/- 0.09 percent, and the average continuous PG grade of the RAP was PG89.3-18.1. The two virgin polymer-modified binders used in the mixtures had continuous grades of PG77.924.9 and PG76.1-32.1.

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The table summarizes the salient results of the study. All performance tests, except Hamburg and IDT Creep Strength, were conducted in triplicate. Read summary highlights of results on the AMAP website.

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mix it up This study showed a 30 percent RAP mix using a highly-modified PG7628 binder could be a costeffective substitute for a RAP-free mix using a PG76-22 binder in wearing course applications.

• The difference in the critical cracking temperatures of the three mixtures as determined using IDT creep and strength testing was similarly obscured by the high experimental error of the test.

• For the intermediate cracking tests at 25°C (Texas Overlay and SCB-IL), the average results show that the mix with no RAP (designated as RAP0-76) looked the best. The mix with 30 percent RAP and the specially formulated PG76H-28 asphalt binder (designated as RAP30-

76H) looked next best—better than the 30 percent RAP mix with just the PG76-22 (designated as RAP30-76). In the case of the SCB-IL Flexibility Index, the RAP3076H was statistically equal to the control mix (RAP0-76), indicating that 30 percent RAP is viable in this limestone mixture for surface courses. Both the RAP0-76 and RAP30-76H were statistically different (i.e., better for Flexibility Index) than the RAP30-76 mix.

• The variability in cycles to failure in the Texas Overlay Test made it difficult to identify any statistically significant differences among the three mixes (although the same trend in the average results is seen as was seen in the SCB-IL test). However, the data shows that the RAP30-76H mixture could be used by contractors as successfully as the RAP-free PG76-22 mixture.

• All mixtures passed the Hamburg Wheel Tracking test. The RAP0-76 mix showed slightly higher average rut depth than either the RAP30-76 or the RAP30-76H mixes.

In summary, the use of a specially formulated PG76H-28 asphalt binder in the 30 percent RAP mix appears to result in equal or improved performance compared to the same 30 percent RAP mix with a PG76-22 asphalt binder. Surface mixtures with the RAP30-76H would be expected to perform equally to the RAP-free mixture.

The RAP30-76 mixture would be expected to perform very well in intermediate pavement layers. A copy of the AMAP RAP report can be found on AMAP’s website www. modifiedasphalt.org.

– BY SKIP PAUL

Skip Paul is the chairman of the AMAP State DOT Advisory Board. This article, which he presented at the AASHTO COMP meeting, appears courtesy of AMAP, which holds its next conference and workshop in Rancho Mirage, California, Feb. 10-13, 2020.

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Solve your problem

Solve Dumped Mix

If the paver doesn’t have a truck lock to grab and hold the truck’s back wheels, you run the risk of a truck eventually falling out of the hopper or moving forward too soon. When that happens, the crew gets to shovel a mess of segregated material off the roadway for the RAP pile back at the plant. And wasting the material is a best-case scenario. Some crews put the segregated and contaminated mix through the paver for a mat that will never get density and never pass inspection. To lessen the chances of mix getting spilled out the sides of the hopper, and to keep such messes at bay, you can try some best practices.

The Problem:

Not all truck drivers have been trained to haul asphalt professionally. Some of them can line up in the middle of the hopper and some of them can’t. Some can follow hand signals and some of them can’t. If you find mounds of mix getting dumped in front of your paver too often, you may need to hire different vendors.

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These photos have been collected from around the Internet; identities are withheld.

The Solution:

Photo courtesy John Ball of Top Quality Paving.

The crew at Lorusso Corporation, Plainville, Massachusetts, rebuilt the rubber around the hopper of this paver and added flashing on the wings to prevent mix from falling out under normal operations. The flashing is about a foot wide and is affixed to each hopper wing so the truck bed will fit snuggly right in the middle. They custom made this.

Some pavers, particularly in the Midwest, have a grab hook that the paver operator can activate from his pedestal. When the truck backs into place, the pavENGINEERING CONSTRUCTIO er operator locks the grips on the truck’s back wheels, preventing it from rolling out under the pressure of the charging hopper. When the bed is empty, the paver operator releases the truck wheels.

Best practices dictate the truck driver presses down on the brake while the paver pushes the truck forward. This is a balancing act that prevents the truck from rolling out as the weight of the mix falls into the hopper and tries to force the truck away. It’s imperative that the truck driver stays alert and aware of his job while the bed empties and while the crew directs him to avoid a mess of exENGINEERING CONSTRUCTIO pensive, wasted material.

– 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.

18 // December 2019

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training

Check Endgate Springs One of the most important components for building a good joint is the endgate. The endgate and shoe have to be clean, of course, but they also have to be maintained properly.

Either the screed operator or paver operator will be assigned to walk around the paving equipment before each shift to check for problems and to take care of greasing and basic care. At that time, the operator will be able to see if the shoe, depth crank, springs, or any other portion of the endgate needs attention before the paving shift begins. Let’s take a look at the picture here to see what kind of problems will mar the mat and ruin this crew’s chances for a good joint.

The first thing that should catch the operator’s eye is the condition of the springs.

Both the front and back springs are displaced. You can see that the stubs inside

O

20 // December 2019

the spring coils have been mashed together. They aren’t supposed to touch, normally. Because the springs are bent, forcing the stubs to mash together, the endgate will not float down the lane the way it’s supposed to. There’s no flexibility. The endgate can’t glide up and down as it should.

When the springs have been bent in this way, they can’t be repaired. They have to be replaced.

What causes this kind of damage? This particular machine was probably shoved into the ground when being unloaded from the lowboy, causing the damage here. Notice the handcrank has also been shoved.

It has disrupted the down-pressure of the springs. This crew needs to replace the depth crank rod and both springs, and they need to realign the shoe before they’ll be able to build a successful joint.

This picture shows the front and back springs on the endgate are both damaged.

Photo courtesy of John Ball of Top Quality Paving & Training The savvy operator performing his morning walk-around will catch something like this and get it resolved before it creates a bad job for the owner.

– BY JOHN BALL

Pavement maintenance

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The M310E uses direct-drive hydraulics controlled by Bergkamp’s Electronic Mix Control and Diagnostic (EMCAD) System. EMCAD displays current and average material ratios, total material used and material application rates.

Minnesota Puts Micro Surfacing on Trucks ENGINEERING

Like many agencies, the Minnesota Department of Transportation (MnDOT) has addressed its road maintenance needs in a number of ways. As the organization’s reliance on pavement preservation has grown, it has come to practice a variety of methods to keep its network of roads in good condition.

“For the Minnesota Department of Transportation, and across the country, local governmental paving crews are slowly becoming a thing of the past,” said Paul Nolan, Research Project Supervisor, MnDOT Materials and Road Research.

He explained that weather plays a role in funds availability for the northern-climate state at the end of its fiscal year, which is June 30. The amount of overtime paid for snow and ice removal, as well as funds spent on roadway anti-icing chemicals and salt, all affect the available funds for road maintenance and paving as spring and summer arrive, and the fiscal year is drawing to a close. To make fiscal planning for projects a little easier to predict, MnDOT staff decided to retain specific equipment for preserving and maintain-

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22 // December 2019

CONSTRUCTION

SERVICE & TRAINING

ing pavements. According to Nolan, for certain projects, the MnDOT highway maintenance management decided to purchase a micro surfacing machine.

SERVICE & ENGINEERING CONSTRUCTION The versatility of micro surfacing as a preventive maintenance TRAINING strategy appealed to MnDOT, as the treatment preserves pavement, seals cracks and locks out moisture. The method is beneficial for safety improvements, such as adding surface friction, rut removal, and wedge paving on sunken bituminous shoulders along a concrete mainline. Nolan said it also is an inexpensive application to fill in pavement until more permanent solutions can be made.

“Rock and mineral filler can be bought and stockpiled throughout the year,” Nolan said. “Having the dry material on hand requires only the emulsion to be purchased at or near the time of the project. This process has allowed the crews to be out working in late April, May, and June. We’re very fortunate to have quality rock sources readily available that react well with the emulsion.”

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Pavement maintenance

The CSS-1hLM emulsion MnDOT’s micro surfacing crews work with provides more flexibility due to its slower-setting nature.

The Bergkamp EMCAD system allows the operator to control the production with simple adjustments, while the driver progresses at an optimized rate of speed to ensure faster project completion.

INCREMENTAL PROGRESSION

MnDOT’s first micro surfacing paver was a VSS Minimac Micro-paver. Nolan described the machine as a Zamboni-sized paver used to fill in one wheel rut at a time. He said it proved to be helpful in filling in deteriorated and raveling cold-joints between lanes.

“This unit served MnDOT well, but we are retiring it because truck-mounted micro surfacing units can do most everything that the smaller Minimac can do, plus much more,” he explained.

The agency purchased its first truck-mounted micro surfacing paver, a Bergkamp M310, in 2012. The machine was shared between

24 // December 2019

the MnDOT Metro (Minneapolis and St. Paul) District and the St. Cloud District 3. In September 2018, MnDOT took possession of a new Bergkamp M310E truck-mounted micro surfacing machine, which stays in the Metro District; the older Bergkamp machine will remain in the St. Cloud District.

The M310E truck-mounted slurry seal and micro surfacing paver receives power from a Tier 4 truck engine that fulfills stringent emissions regulations. Bergkamp developed the M310E with PTO-driven hydraulic pumps that allow elimination of the side engine. This feature, along with the Tier 4 truck engine technology, allows customers to reduce their emissions reporting and equipment maintenance needs.

MnDOT uses a two-fold approach with its use of micro surfacing for pavement preservation. For major roadways, the agency bids the work out to contractors. For smaller areas such as ramps, frontage roads, and intersections, MnDOT uses its own M310 and M310E micro surfacing equipment.

“The work that our machines perform are small projects, like exit and entrance ramps, hard-to-get-at locations, and intersections,” Nolan said. “MnDOT still contracts out several hundred lane miles of micro surfacing each year by contract. Our truck-mounted machines are not set up to do continuous paving for larger projects, and it would not be practical to try and get the contractors in to do the small-footprint projects that we now handle.”

The benefits of handling its own micro surfacing for small projects have proven themselves to MnDOT over the past six years.

Nolan listed some of the benefits: • MnDOT has the ability to stockpile dry materials when surplus funds are available.

• Fewer employees are needed to run the crew.

• Micro surfacing is ideal for smaller areas that need attention such as ramps, frontage roads, intersections.

• Micro surfacing improves friction, fills in rutting and small potholes, and works well for cold-joint repair.

• The treatment has a lifecycle of 5 to 7 years.

• Truck-mounted pavers have the ability to drive to the jobsite.

• Micro surfacing sets up quickly; the area can open back up to traffic within a couple hours.

• True micro surfacing can be applied at night, versus other treatments, which must be applied during daytime hours.

Nolan noted that MnDOT’s micro surfacing paving crews have been using a CSS-1hLM emulsion. It is a slower-setting emulsion that allows them a little more time to work with the product. Because of the small-job nature of most projects, this slower setting time provides some flexibility to the crews. Alternatively, MnDOT’s contracted micro surfacing work specifies rapid-set emulsions—both CQS -1hP and CQS-1p. Most of the contract work comprises long straightaways, covering greater distance and with much less handwork, so a faster-setting emulsion is ideal.

“MnDOT’s Bergkamp micro surfacing pavers provide a great benefit for the people in the metro-Minneapolis area,” Nolan said.

“They are allowing us to proactively maintain and even improve our streets and roadways. And we are able to work within our fiscal budget constraints. This is a win-win for our districts.”

– FROM BERGKAMP

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Producer Profile

Benevento has long realized how integrating technology can improve the service it offers its customers. Photo courtesy of HaulHub Technologies

Benevento Companies Enhances Asphalt Operations W

When Michael Benevento founded Benevento Companies, Wilmington, Massachusetts, in 1934, customer service was the foundation upon which he built the company. While the company has kept that commitment for more than 85 years, the technology Benevento uses to meet its customer service goals has changed. In fact, technology has enabled the company to improve its customer-oriented approach.

UPGRADE ASPHALT OPS

Benevento Companies is a material supply company serving the aggregate, asphalt and ready mix concrete industries.

Three years ago, the company invested in a new 400-ton-per-hour Gencor converter drum plant at its Wilmington facility. As a result, the asphalt portion of the business has grown substantially.

28 // December 2019

Benevento has another asphalt plant and a sand pit in New Hampshire, and three concrete plants and their main quarry in Massachusetts.

“Asphalt is now the largest segment of our business,” Vice President Mark Peach said. However, the technology behind the asphalt portion of its business lagged behind its growth.

Four years ago, Benevento began using Integra and TrackIt—products of software company Command Alkon, globally headquartered in Birmingham, Alabama—in its concrete operations. The solutions enabled Benevento to track and integrate information, including features to manage driver time, communicate with drivers throughout the day via tablet, and track their activities and deliveries, as well as integrate with its ticketing and reporting.

“We’ve been very happy with that process and our relationship with Command Alkon,” Peach said. “They’re always very helpful, and the product has been very good for managing the concrete side of our business.”

The company began looking for technology solutions to replicate those results for its asphalt and aggregate operations. It had already been using Apex, also from Command Alkon, for its asphalt ticketing for 20 years. Then, at the start of the 2019 season, Benevento began using the full suite of HaulHub Technologies solutions.

HaulHub Technologies, Boston, Massachusetts, provides a suite of mobile and desktop applications that enables producers and contractors to manage their heavy construction operations, from transportation to material ordering to customer management. Through the applications, contractors and producers can schedule, view and manage trucking operations, while also managing material ordering and sales tracking digitally.

Benevento’s goal was two-fold. They wanted a solution to streamline ordering, ticketing, and communication with customers, as well as glean insights into their operations to maximize efficiency for their asphalt operations as they had done for the other side of the business.

“This is a very expensive business with costly materials and costly trucking,” Peach said. “If you can be more productive and save money on transportation, there are real dollars at stake in identifying these inefficiencies.”

STREAMLINE THE SUPPLY CHAIN

After it began using HaulHub’s tools, Benevento approached its 10 largest asphalt customers to ask if they would be interested in placing orders electronically. More than half of the customers began using the HaulHub FOB Materials app to place orders.

“Our industry has been working 7 a.m. to 4 p.m. shifts and we haven’t had the ability for after-hour and weekend orders, but we’re so used to that as consumers,” said HaulHub Technologies CEO Joe Spinelli.

HaulHub users can order mix anywhere, anytime, just like making an order on Amazon. “It’s something we take for granted in any other vertical, but it took a while to come to our industry.”

Customers can also use the HaulHub Field app to follow their deliveries all the way until they are delivered to the paver.

Recently, Peach was out on the golf course with a customer when he pulled up the FOB Materials app to show the customer how much material the plants sent out for the day and the attached ticket information for each job.

“He was blown away,” Peach said. “I’d bet a paycheck that most companies are doing it the old-fashioned way, with phone calls, Excel spreadsheets, etc.”

“Customers used to be calling our salespeople constantly to see how many loads they’d received so far that day,” Peach said. “Every day quickly became a jigsaw puzzle of phone calls and information.” With HaulHub, that information is always available.

However, one piece of the puzzle was missing: communication between HaulHub and Command Alkon’s systems. Lack of integration between software solutions is an ever-increasing challenge as these tools become more ubiquitous throughout the industry.

That’s why Command Alkon developed CONNEX, an industry-wide supplier collaboration platform, with HaulHub Technologies as its

Three years ago, Benevento invested in a new 400-ton-per-hour Gencor converter drum plant at its Wilmington facility. As a result, the asphalt portion of their business has grown substantially. Photo courtesy of Benevento

Benevento Companies, headquartered in Wilmington, Massachusetts, is a material supply company serving the aggregate, asphalt and ready mix concrete industries. Photo courtesy of Benevento www.THeAsphaltpro.com // 29

Producer Profile first third-party partner. As both a Command Alkon and HaulHub customer, Benevento became the first to pilot CONNEX.

INTEGRATE, FOR CUSTOMERS’ SAKE

Benevento customers can use the HaulHub Field app to follow their deliveries all the way until they are delivered to the paver. Photo courtesy of Benevento

Benevento Companies driver, Robert Gonzalez, uses the HaulHub Carrier app on tablet to check out of a paving jobsite. Photo courtesy of HaulHub Technologies

CONNEX aims to connect contractors, project owners, and jobsite inspectors with their heavy building material suppliers and haulers to improve communication and collaboration, and ensure all stakeholders are working with the same information, whether with Command Alkon solutions or otherwise.

For HaulHub, the integration with Command Alkon through CONNEX gave its tools access to exact tonnages and load times for each truck where they would have previously had to make estimates. “We can offer more specific information than we could before,” Spinelli said. “That’s the piece we were missing that lives inside CONNEX, inside the actual, real-time ticket data.”

Simply put, CONNEX is “one place users can go to synthesize data from all types of solutions into the information needed to do their heavy work,” said Chris Strickland, Command Alkon’s vice president of product management.

CONNEX enables communication between the producer using Command Alkon’s suite of solutions and the haulers and contractors using HaulHub’s tools. “CONNEX provides bi-directional integration via a many-to-many relationship platform,” Strickland said. Meaning, HaulHub both provides information to CONNEX and pulls information from the platform, and vice versa, among common trading partners.

According to Spinelli, many of HaulHub’s customers were relying on Command Alkon solutions for ticketing, scale and point of sale.

“It just made sense to collaborate and share this data to complete the puzzle on the backend,” he added. “[Command Alkon is] very mature in several areas, particularly the ready-mix concrete and raw material production side of the industry,” Strickland said. “What we like about HaulHub is they know their market well and are relentlessly focused on serving the heavy material trucking market. With this partnership, we’re realizing we can really solve a lot of problems for our customers in the asphalt industry.”

For Benevento, the integration means Peach has highly accurate information to share, whether on the golf course or with customers on the job.

As a neutral, open industry collaboration tool, the CONNEX platform plans to integrate with a variety of third-party solutions.

“A collective desire from our customers to ‘help me work more efficiently with my external partners’ has been made clear from across the industry,” Strickland said. “We know we won’t be building every solution for the entire construction industry. We all have to work together to provide customers the digital experience they’re clamoring for.”

CURRENT TECH, FUTURE GOALS In the future, Vice President Mark Peach hopes all Benevento customers will make orders and follow deliveries through the HaulHub platform.

“Once we get that level of visibility on all orders, it’ll be possible to put some of those orders in our ten 200-ton silos, which opens up more capacity for our business,” he added. Photo courtesy of Benevento 30 // December 2019

In addition to simplifying operations, HaulHub Technologies has also enabled Benevento to save its customers money. For example, Benevento manages trucking for a local milling contractor. During the first job of the 2019 season, they assigned eight trucks to the job.

The following day, Peach hopped onto the HaulHub app to watch a replay of the trucks.

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Producer Profile “Benevento spends a lot of time managing every level and every penny of our business. Our management staff is always open to new technology that can save us money and make us more efficient.”—Mark Peach

General Manager of Asphalt Phil Kennedy monitors incoming sales orders with FOB Materials and Apex, calling customers to add a personal touch. Photo courtesy of HaulHub Technologies

Vice President Mark Peach reviews jobsite Route Log on FOB Materials web app. Photo courtesy of HaulHub Technologies

Benevento Trucking Dispatcher Bill Ellis coordinates trucking assignments with orders received from the FOB Materials web app. Photo courtesy of Benevento 32 // December 2019

“Eight trucks seemed like a lot since the job was very close and there wasn’t much traffic at night,” Peach said. His hunch was correct. When he watched the replay in the HaulHub Field app, he noticed there were three trucks sitting on the job all night long. “Within 10 seconds on the app, I could tell we had two trucks too many. I called the customer and suggested we take a couple off the job, he agreed, and we were able to save the customer $2,000.”

In the past, Peach continued, the customer would have continued to overtruck the job if no one had noticed the trucks sitting there.

“That type of information doesn’t jump out to you on logs that easily,” Peach said. “With the app, it’s easy to check in on past jobs and make adjustments as needed. That was an eye-opening moment.”

In the future, Peach hopes all of its customers will make orders and follow deliveries through the HaulHub platform.

“We started with our top 10 customers because those companies bring in our largest orders, and that’s where we really needed better visibility,” Peach said. “It’s easier to fill a couple extra small orders on short notice than these bigger orders. Once we get that level of visibility on all orders, it’ll be possible to put some of those orders in our ten 200-ton silos, which opens up more capacity for our business. I can produce more mix with confidence because those orders are confirmed. That’s where we’ll be someday.”

It will also enable Benevento to have a clear picture of what’s happening out in the field to make better decisions at the plant, Peach said, like knowing when to make a mix change to save customers time waiting in the yard.

Benevento also plans to use the HaulHub platform, with its integrated ticketing data from CONNEX, as a customer relationship management tool.

For example, if Benevento hopes to sell a particular customer 40,000 tons throughout the year, the salesperson will know they need to sell 1,000 tons per week for each of the 40 weeks of production. If a salesperson isn’t meeting those goals, they can check in with the customer. If a customer makes a big order, the salesperson can call to thank them.

The integration with HaulHub Technologies is just one example of how Command Alkon hopes CONNEX improves operations.

“As customers ask for different integration use cases with other solutions, we’ll entertain those through our open CONNEX platform in order to serve our customers and enable easy digital exchange with their trading partners,” Strickland said. “You will see a variety of partnerships like this coming from Command Alkon in the future.”

Peach is certainly in favor: “CONNEX has streamlined a lot of processes and communication internally and externally. With CONNEX, we have one system for everyone to see.”

CONNEX was officially launched in September 2019. For more information, visit commandalkon.com/connex.

– BY SARAH REDOHL

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project management

Capital City Airport is the first airport in Kentucky to use micro surfacing to preserve its runway and taxiways. All photos courtesy of KYTC

Kentucky Takes Micro Surfacing to the Taxiway

Kentucky has been micro surfacing its roads since 2008. After doubling down on quality in 2012, the pavement preservation technique has reached its peak in the state. And in 2019, micro surfacing was used for the first time in Kentucky on an airport taxiway/runway, with the help of American Pavements.

The very first micro surfacing application in Kentucky was performed in 2008, on a four-lane low-volume parkway with an average daily traffic of around 14,000 vehicles, according to the Kentucky Transportation Cabinet (KYTC).

“Everything went really well on that first job,” said Greg Garner, operations and pavement management branch staff engineer at KYTC. Between 2008 and 2012, KYTC continued to put to bid an increasing number of micro surfacing jobs.

Then, in 2012, a micro surfacing job in Pikeville, on U.S. 23, went awry. The micro surface mix cured more slowly than anticipated and the project was hit by unexpected heavy rain shortly after application. “[The mixture] was basically running off the road,” Garner said.

Personnel had to set up car wash stations at the start and endpoint of the job to wash off material that had made its way onto the traveling public’s vehicles. Although they were ultimately able to work alongside the contractor for the job to get a quality final prod-

T

36 // December 2019

uct, it was a situation that propelled KYTC to adjust its approach to micro surfacing.

“Those first four years, we relied heavily on contractors to do a good job—and they did—but we realized we needed to be more involved and that we had a lot to learn,” Garner said. They set forth putting together stronger specs for micro surfacing, attending as much training on the subject as they could, and putting together a training program in the state.

Now, a group of selected individuals from the cabinet meets to update its micro surfacing spec each November. The current spec closely mirrors the spec from the International Slurry Surfacing Association (A143 International Guidelines for Microsurfacing).

They also host a two-day training event each spring that is open to district personnel, local government officials and contractors covering a variety of pavement preservation topics, with a special focus on either micro surfacing, chip seal and other relatively new treatments to the state each year.

“Micro surfacing and chip seals are hot topics because they’re new here and people are trying to figure out how to do them correctly,” Garner said. More than 80 personnel from KYTC attended the most recent training session on micro surfacing in March 2019, which gave them actionable insight on project selection, calibration, construction and inspection best practices.

The training, during which Garner taught a class on troubleshooting common issues with micro surfacing (check out the sidebar on page 38 for more information), went so well that the West Virginia Department of Transportation asked KYTC to put on a similar micro surfacing training in its state.

Since recalibrating its approach to micro surfacing, the state of Kentucky has completed 93 projects totaling 1,000 lane miles.

In August 2019, they saw the state’s first micro surfacing application on an airport taxiway/runway.

“We knew some states, like Ohio, were doing a fair bit of micro surfacing at airports,” Garner said, “and we wanted to check it out for ourselves.”

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THE AIRPORT APPROACHES

The Capital City Airport is a public airport owned and operated by the Commonwealth of Kentucky, located roughly one mile southeast of the central business district in Frankfort, Kentucky.

Frankfort is Kentucky’s state capital and a principal trading center in the state’s north-central region. The airport, covering 355 acres, has one 5,500-foot runway and is home to nearly 80 aircraft. It sees an estimated 39,200 aircraft operations per year, including state government and Army National Guard operations, corporate activity and hobby flights.

In March, Craig Farmer, the transportation engineering branch manager for the Department of Aviation, reached out to KYTC to see if they had any suggestions for a pavement preservation treatment that could extend the life of the existing pavement within the airport’s limited budget.

“The existing surface would probably have lasted another four years before requiring a mill-and-replace,” Garner said.

However, KYTC thought micro surfacing could extend the existing pavement’s lifespan eight to 11 years.

“That airport doesn’t get much traffic,” Garner said, adding that most of the pavement deterioration was a result of sun and rain versus traffic. “With micro surface having such a high asphalt content, we thought it could slow down oxidation and limit the amount of water absorbed into the existing pavement.”

The airport brought in American Pavements, Plain City, Ohio, to perform the work.

American Pavements is a pavement preservation company pre-qualified in the states of Ohio, Michigan, Indiana, West Virginia, Pennsylvania, Tennessee and Kentucky. Roughly 80 percent of its business is DOT work, with the other 20 percent coming from local agencies and municipalities. The company has been performing pavement preservation since it was first established nearly three decades ago.

“Micro surfacing, especially on airports, is something we are very familiar with,” said American Pavements Division Manager Jordan DeLong. “In fact, the Capital City Airport is one of three

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project management Type I incorporates a finer aggregate and is often accompanied by a higher asphalt cement (AC) content; Type III is the coarsest of micro surfacing aggregate options.

For more information on micro surfacing best practices, check out AsphaltPro’s article “How to Slurry Seal & Micro Surface” online at theasphaltpro.com.

American Pavements performed the work with a Bergkamp M1E continuous paving machine. airports we paved this year with micro surfacing. Wood County Regional Airport, Bowling Green, Ohio, and the Ohio State University Airport, Columbus, were the other two.”

DeLong acquired more than a dozen years’ experience in the asphalt industry before joining American Pavements. He has been key in expanding the company’s presence into the state of Kentucky. In the 2019 construction season, American Pavements successfully performed six micro surfacing projects across the state.

American Pavements performed micro surfacing and pavement preservation applications exclusively with truck-mounted pavers, prior to running two full-time Bergkamp M1E continuous paving machines.

The company is growing at a rapid rate, DeLong said, and they plan to add additional crews in the 2020 construction season to capitalize on the growing popularity of pavement preservation.

TAKE MICRO SURFACING TO TAXIWAYS, RUNWAYS

The Capital City Airport job included micro surfacing one taxiway with connectors and the airport’s main runway.

What made the job unique for the crew was that it required a double course on the runway. The taxiway and connectors required a single application, which is more common across the states in which American Pavements operates.

According to Garner, since 2008, Kentucky has performed both single and double applications of micro surfacing on all of its roadways. For added durability, beginning 2020, they’ll primarily perform double applications. “Instead of doing 24 pounds per square yard [of strength] with a single lift of Type II, we’ve been doing two lifts for upwards of 36 pounds per square yard with Type III for the base course and Type II for the surface,” Garner said.

For the airport job, the single course was applied at 24 pounds per square foot using a Type II, and the double course was applied in two courses: one of 18 pounds per square yard and one of 14 pounds per square yard, using Type II mix for the first course and Type I for the surface course.

38 // December 2019

“A lot of micro surfacing specifications have similarities,” DeLong said, “but each state does have their own individual standards to accommodate different weather and traffic volumes. They will modify their specifications for material usage, application rates and standard paving practices to fit their needs. We’re based in Ohio, a state that is highly recognized for its standard practices, specifications, and craftsmanship. Meeting Ohio’s annual criteria for micro surfacing has helped us in creating a reputation as a quality driven contractor.”

A unique aspect of this job was that they originally intended to compact the course using an asphalt roller, an uncommon practice for micro surfaced pavements.

“With highway jobs, the volume of traffic helps get rid of surface irregularities,” DeLong said. “Airports don’t get the average daily traffic per year of your normal highways. Rollers are sometimes specified in this manner when there is an absence of vehicles.”

However, when American Pavements compacted a 100-foot trial section, the consulting firm over the project was dissatisfied with the results they were getting and ceased rolling operations until the final days of the project when the micro surface had cured.

The 21 days given to complete the project was a tight timeline and created additional scheduling challenges well beyond a standard contract. The 21 days were broken into three phases: phase one to crack

Garner’s Top Tips for Troubleshooting Micro Surface Curing “The biggest thing to watch out for is cure time,” Garner said. If the mixture is curing too slowly, the surface will lose friction. If it’s curing too quickly, it may begin setting up inside the box. “You want it to set up within about 10 minutes of application.”

1. Garner suggests performing the “paper towel test” to see if it’s setting up properly. To do so, press a clean, dry paper towel onto the mat. If the liquid on the cloth is clear, you’re in the clear. If it’s brownish, Garner said, “you’ve got a cure time problem.”

2. Ensure the crew isn’t spraying too much water into the mix, and never directly into the box.

3. Make sure the crew is pre-wetting the pavement as they go for a good bond.

4. If the cure time is too slow, Garner said you’ll need to reduce the amount of water in the mix or increase its AC content. Another problem may be that the augers are turning too slowly.

5. If the cure time is too fast, Garner recommends to reduce the AC, add water or increase additive.

seal; phase two to do pavement repair, shouldering, topsoil, micro surfacing and temporary striping; and phase three for punch list items and permanent striping. Three stop/go’s were issued over the course of two months to schedule all work items.

Ultimately, the client was pleased with the project’s results.

“The double looks really good,” Garner said. “With the high AC content, it’ll stay black for a long time and the markings will be move visible.”

PLAN FOR THE FUTURE

Kentucky has experienced a paving deficit for all of Garner’s 10 years at KYTC. In 2019, the paving deficit, excluding interstate, parkway and rural secondary routes, is $600 million.

“When using low cost applications such as micro surface, we are able to treat more lane miles using less dollars,” Garner said. “This enables you to treat more miles than what deteriorates to poor condition, thus improving the asset sustainability ratio.”

Two years ago, Garner said, he had 330 centerline miles to pave in an eastern Kentucky district. Now, they’ve reduced that to 175 centerline miles.

“People often ask us why we’re fixing roads that don’t look like they need to be fixed,” Garner said. “They see a crew out working on a street that was paved only six years ago and think, ‘Why aren’t they out fixing KY 285?’ or other roads in rougher shape. I frame it in a way everyone can relate to: you wouldn’t wait for the engine to fall out of your car before you work on it, change the oil, and do regular maintenance. It’s the same with our roads.”

He adds micro surfacing projects are trending in the right direction to meet needs based on available preservation funds.

“We’re spending roughly 20 percent of our overall preservation budget on micro surfacing, thinlays, cape seals, chip seals, etc., and I think that’s a good number for us,” Garner said. “If the overall preservation budget grows, then we’ll do more micro surfacing than we are right now. But, I think the proportions are right for us right now.”

Airports like Capital City could be a new frontier. “We’re expanding what we’ve learned performing micro surfacing on roadways to runways,” said Executive Director of the Office of Public Affairs Naitore Djigbenou. “We have 52 general aviation airports in Kentucky, so there is a lot of potential for future projects following this first one.”

When all was said and done, the micro surfacing job at Capital City Airport both allowed Kentucky to test out micro surfacing for airport applications alongside an experienced contractor and offered one more opportunity for DeLong and American Pavements to prove their skills in a new market.

“We have a good reputation in the states where we had an existing presence, and I think after the 2019 season, we also have a good reputation for the work we’ve done in Kentucky,” DeLong said. “They’ll continue to have bids out and we’ll continue to take swings at them and hope to work with them in the future.”

– BY SARAH REDOHL

www.THeAsphaltpro.com // 39

International snapshot

State of International Industry G

Global infrastructure construction is forecast to grow by 4.8 percent on an annual average basis in real terms between 2019 and 2023, according to the data and analytics company GlobalData. This will be propelled by Asia, where growth is expected to average 7.0 percent a year in South and South East Asia, as well as 5.8 percent in North East Asia, the company reported.

GlobalData currently tracks more than 14,000 large-scale infrastructure projects in both the public and private sectors that are each worth a minimum value of US$25m (totalling US$14.8 trillion) worldwide at all stages from announcement to execution.

The power sector has the most projects in the pipeline with 5,681, followed by the road sector with 4,004, and railways with 1,945. Rail projects dominate valuing US$5.4 trillion, followed by power, accounting for the second-largest sector valued at US$4.7 trillion, and roads at US$2.6 trillion.

When completed, the tracked road projects will comprise a total 186,993km under construction (or expansion/renewal) in the next five years. The most notable road expansion in terms of total length is taking place in South and South East Asia, with a total of 59,835km of ongoing and upcoming road projects spread across the region. A total of 160,198km of railway track and 1,271.6GW of generating capacity will be undertaken and completed in the next five years.

Yasmine Ghozzi, economist at GlobalData, said: “In Sub-Sahara Africa and the Middle East and Africa (MEA), where infrastructure construction growth is expected to average 7.3 percent and 6.6 percent, respectively, there are huge infrastructure upgrades underway in roads, railways and power generation.

“The pace of growth in North America and Europe’s construction industry will perform better in the forecast period than the previous forecast, 2014 to 2018—albeit slower than emerging markets. Electricity and power infrastructure will be one of the fastest sectors in Europe as countries across the continent reaffirm their commitment to advance the implementation of the Paris Agreement and intensify their cooperation on climate change and clean energy.”

U.S. President Donald Trump’s US$2 trillion infrastructure plan will undoubtedly provide support for the overall growth of the North America region’s industry in the next five years. However, the successful implementation of the plan will hinge on how individual states and municipalities can respond, knowing that the Federal Government is contributing just US$200bn to this 10-year program.

40 // December 2019

The successful implementation of the plan will hinge on how individual states and municipalities can respond, knowing the Federal Government is contributing just US$200bn to this 10-year program.

Ghozzi concluded: “Whether solar, wind or hydroelectricity, most countries in all regions are boosting their investments in green energy. Saudi Arabia’s landmark US$200bn SoftBank deal to build the world’s largest solar farm tops the list of the power project pipeline.”

ADD MATERIAL

In August of this year, Frost & Sullivan, London, reported growth opportunities in the global construction additives market, specifically, look promising over the next six years, to the tune of revenues near $16.97 billion by 2025.

“With a constantly evolving regulatory landscape, manufacturers should look towards adopting more environmentally sustainable and regulatory-compliant additive solutions and manufacturing processes,” said Prathmesh Limaye, senior analyst, chemicals & materials in infrastructure & mobility. “This will enable participants to attract customers that are focused on high durability and environmental sustainability as well as harness lucrative revenues in the more mature markets of Western Europe and North America.”

From a regional perspective, Asia-Pacific is expected to be the biggest market for construction additives and the fastest growing sector due to industrialization, urbanization and high economic growth. These factors are also expected to boost growth in Latin America. Europe will witness robust demand for construction additives due to new construction activities within Eastern Europe and remodeled construction in Western Europe. Furthermore, the Summer Olympics in Paris in 2024 are expected to expand France’s infrastructure prospects.

“North America will witness the slowest growth among the regions, as the construction activity is still affected by the 2008 recession; however, it is slowly picking up,” Limaye noted. “The Middle East is anticipated to witness strong growth with the Dubai World Expo in 2020 and Qatar FIFA World Cup in 2022 acting as key enablers.”

Limaye recommended participants look towards the development and supply of products that can be manufactured with locally sourced raw materials to enable the supply of price-competitive products. This will avoid dependency on traditional manufacturing practices, which have the potential to be restricted in the future by regulatory authorities. They should also aim to strengthen relationships with major applicators and distribution networks by offering training and collaborative product development.

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International snapshot

International Anniversary C

Continental’s power transmission products plant in Chihuahua, Mexico, is celebrating its 20-year anniversary. Jim Hill, president of Continental North America said, “We look forward to the continued contributions from this facility and its dedicated management, staff and employees. We are proud of their achievements.”

Plant Manager Roberto Aguilar said, “We not only promote our corporate values, but also we live them on a day-today basis. Our mantra is ‘Trust, One for Another; Freedom to Act and Passion to Win.’ These, we believe, are values ​​that perfectly match the values ​​of our family, but our success is due in great part to the men and women who make the operations possible.”

Built in 1999, Planta Contitech Chihuahua manufactures power transmission belts for a wide range of applications including the construction market.

The history of the plant began in 1998, when the State of Chihuahua was selected to install a rubber product manufacturing plant. The strategic geographical

42 // December 2019

location, the offer of technical education and higher education, human talent, as well as the disposition of local entrepreneurs were the combination that triggered the project which today is 20 years old. In January 1999 the construction of the industrial building began and in June of that same year, with the workforce of 120 employees, the first power transmission belt was manufactured.

Today, the plant has 400 employees, and has grown in production every year. In addition, this growth has been accompanied by high quality standards with industry awards, recognitions and certifications such as ISO 9001-2015 and ISO 14001-2015 as well as the ContiTech Award for Excellence, which makes Continental Chihuahua a world class plant.

To commemorate the anniversary, a celebration was held within the facilities of the plant where executives of Continental, authorities of the State and the Municipality of Chihuahua were in attendance.

– BY ASPHALTPRO STAFF

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off the mat

With proper safety protocol, liquid AC delivery goes smoothly. Photo courtesy of GettyImages

Top Questions to Ask Your Liquid Asphalt Provider M

More than 90 percent of roads in the United States and Canada are surfaced with asphalt, according to the National Asphalt Pavement Association (NAPA). Many factors dictate a successful asphalt paving operation, including the liquid asphalt cement (AC) product’s quality. Tying into the binder’s quality, the technology and science behind the product itself is critical to ensure the product fits the specific needs of a project, both in the short and long term. Asphalt mix producers should work closely with their AC provider to ensure they provide roadbuilding customers with the right product that fits their region-specific road surfacing needs.

Here are some top questions that mix producers who are evaluating their AC provider should ask.

1. How do you measure AC quality, beyond industry specifications? Meeting industry specifications is an absolute requirement for your liquid provider. However, high-quality AC or binders

44 // December 2019

should go beyond industry specifications to help ensure the best fit for a specific project.

In addition to checking the industry standards box, having fit-forpurpose discussions with liquid providers will determine whether a product really meets the value needs of the end product, and identify the other important qualities that should be taken into consideration for that particular paving project. For example, the climatic conditions of a road in Alaska are drastically different from a road in Death Valley, which will likely experience temperatures twice as high during the summer season.

Mix producers should also inquire about the product quality management systems in place and how often those systems are re-evaluated for incorporating new technologies and other improvements. An asphalt provider’s ongoing efforts to maintain AC quality indicates the level of commitment to product integrity and technical expertise, which is influential in the success of a project from its start to well after it’s finished.

off the mat 2. What kind of technologies and science-backed insight do you bring to product solutions? Some tests used to define binder grades and specifications have been around for almost a century. One test still used today in some parts of the world, for example, is a penetration test that uses a standard needle, temperature, time and weight applied to an asphalt binder sample. These tests are empirical in nature, and allow for the comparison of different grades that roughly correlate to qualities now standardized by the industry. However, mix producers should be aware of the current ways in which science is being applied to binders, and how the liquid provider is leveraging it for their own product solutions.

Starting in the early 1980s, the industry began to explore a more robust science for testing liquid AC. Leading this movement was the Strategic Highway Research Program (SHRP), which helped establish rheology as a state-of-the-art method for defining grades of asphalt binders based on their level of performance under stresses, strains and temperatures that mirror the conditions on the road itself. For example, a Dynamic Shear Rheometer (DSR) can test asphalt binders at temperatures related to the hottest a binder might get while in service on a particular site, and the climatic conditions while measuring resistance to rutting from anticipated loading.

This provides a deeper look into the engineering properties of the AC material that dictate how it should react.

As the trend towards performance-grade specifications continues to see advancements in scientific methods like rheology, mix producers should continue to ask their liquid provider how they’re keeping their pulse on ways to enhance product performance for paving and preventive maintenance. For example, the science behind cationic emulsions (AC emulsified in water) was also developed around the 1980s as a way to control how and when the emulsion will break during application, and continues to be an effective maintenance solution today.

3. What are your logistics capabilities and how do they meet the needs of the market? Logistics capabilities are very important in the asphalt industry. The goal is to have the right combination of a liquid provider’s logistic capabilities with a mix producer’s logistic capabilities to even out the flow of the material coming out of the refineries to meet the needs of the market. For example, there are peak paving seasons and the inventory has to be built and drafted during these times to ensure reliable supply. This means that moving and storage logistics are especially important to meet the needs of these seasons.

Overall, optimal logistics capabilities rely on a liquid provider having a good understanding of a mix producer’s business needs, which is crucial to meeting the supply demands in the individual or multiple orbits in which a producer operates. On the flip side, producers need to understand the competitive landscape to understand exactly what they need from their provider, and how to build the relationship accordingly.

4. How do you exercise a commitment to asphalt safety? In the asphalt industry, safety is universal, but a true industry leader will be able to demonstrate a commitment to going beyond standard safety protocol. Overall, a liquid provider’s dedication to safety is exemplified by their ongoing efforts to apply sound science and the best available technology to address areas of concern, such as potential occupational

46 // December 2019

exposure to hydrogen sulfide (H2S) and burns that can occur when handling hot AC products.

In particular, mix producers should ask their AC provider what they are doing to mitigate risk as it pertains to broader efforts of the industry. For example, are there educational resources and materials available to inform about the risks at hand, and how to protect yourself, based on recommendations put forth by the industry? What kind of research and other safety initiatives are being done to further investigate the science behind these risks? It’s important to understand what kind of studies the provider’s company is conducting internally as well as in collaboration with the industry at large. This holistic approach to asphalt safety research underscores the provider’s dedication to staying informed and up-to-date on the best science available to properly manage these risks.

Additionally, strong partnerships with industry and health organizations can indicate a liquid provider’s dedication to safety beyond their own portfolio. For example, ExxonMobil has provided industry leadership and expert representation for reviews conducted on potential occupational exposure to bitumen and bitumen emissions by the International Association for Research on Cancer (IARC), and consistently holds leadership positions in the Asphalt Institute, Asphalt Institute Foundation and Eurobitume, the European Association of Bitumen Producers. Mix producers should ask their liquid provider to elaborate on the insights they’ve garnered from relationships with key industry players that are driving the conversation around safety, and work together on how to incorporate those learnings into their own safety practices and trainings.

BUILD A STRONG RELATIONSHIP

Today, the supply and demand of liquid AC is relatively balanced in North America. For mix producers, this means it is uniquely important for liquid providers to be committed to their business needs in ways that go above and beyond industry standards to maintain a competitive edge.

To better understand AC or binder needs of the future, the latest Strategic Asphalt Research (STAR) Symposium Report released by the Asphalt Institute Foundation calls for more effort to be placed on examining why certain AC products work in the field today, rather than reasons products may have failed in the past. Spurred by this shift, industry leaders will strategically take a closer look at the factors proven to generate success in the liquid asphalt business.

As part of this effort, the aforementioned questions provide a good starting point, but mix producers have to take into account the other factors and issues they should cover with their AC provider depending on their unique business needs. Overall, taking the time to prioritize the key topics you should cover with a provider is essential and a critical first step to building a strong relationship that centers on reliability, product integrity and attention to the details that matter.

– BY RALPH D. SHIRTS

Ralph D. Shirts, P.E., is the global asphalt technology manager or ExxonMobil. He manages ExxonMobil’s asphalt technology, research and business support programs around the world and has been active at the Asphalt Institute for more than 25 of his 30+ years in the asphalt business.

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BE FUEL EFFICIENT FROM ASSOCIATION OF EQUIPMENT MANUFACTURERS

Fuel is one of the greatest operating costs for any contractor who owns heavy equipment and/or trucks. Working in a way that can save fuel can end up saving big money.

“To reduce fuel use, you have to know how and when fuel is being wasted,” said William “Bernie” Bernhard, technical and safety services manager for the Association of Equipment Manufacturers (AEM).

Start by examining top fuel use influencers in off-highway applications. “Machines equipped with telematics can provide actionable data by tracking dozens of data points so that workers can gain valuable insights to help save fuel,” Bernhard said.

IDLE TIME FACTORS IN

Idle time is often the largest contributor to fuel inefficiency and a good place to start when managing fuel consumption.

To decrease idle times, operators can take advantage of fuel-saving technology, such as auto-idle. Also popular is auto-shutdown where a machine can idle for a preset period of time.

Examine the patterns in your machine’s idle times. If a machine idles for short periods of time (a few seconds to a few minutes) fre-

Visit aem.org (safety & technical/end user resources) for fuel-related best-practices, including “Get CLEAN on Fuel” information to protect Tier 4 engines. quently throughout the day, that could mean the machine is at a bottleneck in the workflow.

An example is an operator having to wait for another operator to complete a task before continuing work. In this case, either machine selection, material location or some other jobsite factor needs to change to reduce idle time.

However, if a machine idles for several minutes at a time or more, infrequently throughout the day, that probably means the operator is not shutting down the machine when on break or on the phone, when exiting the machine, or when having their work interrupted for a longer period of time.

In these cases, a discussion is needed with the operator regarding company expectations to take the necessary steps to decrease idle time.

EQUIPMENT OPERATION

How an operator uses a machine can influence fuel efficiency. Small changes in behavior can have large effects on fuel use.

One easy way that operators can save fuel is by using the appropriate work mode, which makes it easier for operators to match the power needed to the application at hand.

To set up a jobsite to optimize fuel use, a company needs to examine data related to jobsite workflow, including equipment capacities, the number of each machine on site, equipment and material locations, terrain, and more.

Maintenance is also an issue. For example, check fuel filters on the machines, from your suppliers, the storage tanks at your jobsites and your base fuel storage facilities, according to Bernhard.

“By tracking how much fuel is used in applications, the amount and type of idle time, and analyzing other machine data, you can get a good picture of when fuel is wasted,” he added. “Combine this with fully understanding and using the fuel-saving features of your machines, and you will be able to get the most out of each gallon.”

50 // December 2019

www.THeAsphaltpro.com // 51

FIND YOUR NEXT PLANT MANAGER

I

BY KEN MONLUX

In today’s world of high-tech jobs, tomorrow’s plant manager may be seated in a community college technology class right now.

Or he may already be within your organization. Hot-mix asphalt (HMA) plants and the mixes they produce are complex. Managing them efficiently is critical to profitability, thus the plant manager is vital to the success of the plant site. Bringing a new manager into the plant environment is difficult at best. Possibly disrupting the crew dynamic is something you need to consider when hiring.

The reasons to bring in a plant manager boil down to three different circumstances: • You want to reward the plant manager for a job well done and move him to a new position within the company. This opens the position for a new person.

• A current plant manager chooses to retire or to accept a position with another company.

• A current plant manager is underperforming in the position to a point that upper management feels the need to change personnel. This is a difficult decision that will have a detrimental effect on all aspects of the plant, including the short-term operation and costs involved in recruiting and selecting a replacement.

Look at the third circumstance more closely. An alternative to replacing an underperforming plant manager is to provide additional training and oversight with the goal to rehabilitate. This line of thinking can improve the overall morale of the site and the manager in question. More often than not, this is more cost effective than replacing the manager.

An essential component of a rehabilitation program is the use of mentors. A mentor can work with the manager in question, in a structured manner, to effect the needed changes in performance.

In this way, the plant site does not suffer from the disruption in managerial flow.

Generally, a plant manager’s duration is 10 years or more.

Recruitment Skills

With all that said, there will come a day when, for whatever reason, you will need to find a new plant manager.

Every plant site offers similar challenges to its management.

Such things as sales volume, age of the plant, and degree of sophistication of mixes are a few you may consider mentioning in an ad for the position. Working with the human resources department, you can decide if you develop a location-specific job description, or if you use a general description for all managers at this level. However you end up describing the position, I would

52 // December 2019

suggest that you make use of in-house peer review prior to publishing the job.

Also consider where the future managers come from and how we prepare them. Do we stay in-house or go outside the company?

Do we consider such things as the marketplace that the plant site serves? Some sites require more education, experience and maturity in their managers. We have to account for all of this.

At press time, the unemployment level in the United States is very low. Given this fact, your next manager is more than likely already working somewhere today. Add to the fact that most plant manager positions are not entry level, you may end up with an even smaller pool of potential candidates in the market to choose from.

Again, this may be a time to consider mentoring an under-performing manager instead of replacing him. With that in mind, there are three basic areas of the employment market from which to recruit a new manager.

• You could attract a manager from your competitor, but you need to consider why the employee is available. Do you end up bringing your competition’s “problem” to your site? If you recruit a competitor’s employee from out-of-area, you end up with additional costs.

• You could “poach” from your own crew, but you need to consider whether you take a good operator and make him a poor manager.

Even if he makes a great manager, you create a void on the crew with this decision.

• You could recruit and train a person from a school or from another industry, which is another topic for another day.

No matter where you concentrate your efforts in finding the new manager, the first thing to know is the style (background) of the ideal manager you’re looking for. If you were to survey the plant managers across North America, you’ll find a few different categories.

Each of these categories has benefits and drawbacks.

• Plant operator/manager: The focus of this type of manager is to physically operate the plant. This type of manager would be stationed in the control room. In addition, this manager will give direction to the crew, load out finished product and be the point of contact at the site. This is a very popular form of management. At a first examination, this seems to be a natural partnership. This form of management may work well for many sites.

• Repair lead/manager: The focus of this manager is to ensure the plant is operational. This manager would be on the ground inspecting the plant, looking for repair issues. In addition, this form of manager will give direction to the crew, and order needed repair parts and supplies. This choice works well at the portable plant site that will move to various locations throughout the year.

• Sales-service/manager: The focus of this manager is the customer.

This manager would be responsible for the scheduling, crew and outgoing truck flow of the plant. This manager is on the road and/ or stationed in the lab site at the plant. This manager will be customer- or jobsite-oriented and may work well for a remote site that has a high percentage of outside commercial work.

• Fulltime plant manager: The focus of this manager would be the business portion of the operation. This fulltime manager oversees all phases (labor, materials and production) of the operation, with an eye towards managing costs. This manager is best suited for large volume production sites. The fulltime manager in this type of setting not only has a production crew, but also has additional support staff in need of further oversite.

You need to decide what your ideal candidate looks like. I would suggest making an in-house wish list of all the prerequisites you would like to see in a plant manager. This is an internal document that goes beyond what you would advertise; it is only an exercise in development. Let your mind work outside the box to best describe your wants and needs. Remember, the better you can describe the ideal candidate, the more successful you will be in recruitment.

Before we can start the recruiting process, we should take a critical look at the job itself. Consider what your company has to offer the candidates. You should consider not only what you’re looking for in a manager, but also your expectations for the position and for the individual. If you want the candidate to be content in the position for the long term, then you’re not looking for someone who has the obvious ability to move up within the company. Are you looking for a shortterm fix, or are you looking to fill the position for the long term?

Some of the prerequisites you should be looking for include: 1. Education or training 2. Ability to work within the environment of the plant site, and its non-traditional schedule 4. Recommendations 5. Experience 6. General health 7. Personal traits Prior to listing the ad, have you considered the current crew? Your job offer needs to consider the character of the coherent team that is already in place. A typical plant crew consists of three to four members working long hours in tough conditions. The crew needs to work closely together as a unit. Sometimes in an effort to fill a position, we are willing to toss a new manager into the fold without consideration for the group as a whole. Too many times, a new manager is placed in a position that is destined for disaster.

Once we have identified the traits we would like to see in our candidate, we publish the offer for employment.

plant location and send him on his way. That is exactly what happened to me early in my career. On the first day, within the first hour, as I was being introduced to the main office staff, the phone rang. At that point, I was told, “the plant is down, so take this map and get to the site.”

The integration of the new manager must be as thought-out as the recruitment phase. By providing a few simple steps, you can get your new employee up to speed efficiently and safely.

Some steps to consider: Most companies have new employee orientation guidelines. If your company does not, you will want to implement an orientation program with your human resources manager. Someone must provide safety training in addition to company policy review. Make sure you provide a time frame to allow the new manager to shadow a current manager or a regional manager. Use your company’s policy to get feedback on the new hire and to groom the new hire to be successful.

The position of plant manager is too critical to your successful plant operation to let any of these steps go unplanned. It is a position that varies depending on the operational and marketing factors unique to each plant. In the process of recruiting a new manager, develop a plan that will best reflect the needs of the plant site. Execute the plan to attract the best candidate and then take the time to integrate the new employee to the position. Remember, the purpose of this process is to provide a long-term employee that will be an asset to the company.

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

Connect With Us! Stay in touch with AsphaltPro between issues where you can find how-to content, trends and technology, and industry insight.

The Recycling Issue

asphaltPRO asphaltPRO The Production

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PRODUCTION – PROFESS

IONALS – PRODUCT

Choose Wisely, Train Properly

The selection phase is a function of successful planning, and published description of the qualifications of the job. By making known what you think is an ideal candidate, you are able to narrow down the selection.

The interview is vital to the selection phase. Prior to any successful interview, take some time to develop questions and an outline of areas to cover.

When you have the ideal fit and the candidate has accepted your offer, training must come next. Even if your ideal candidate has had previous plant operating experience, he might not have experience operating plants in your company culture. You can’t hand him a map to the

PRODUCTION –

PROFESSIONAL

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New Generation of Diesel Power Delivers Clean Air Benefits FROM DIESEL TECHNOLOGY FORUM

Editor’s Note: This summer, the Diesel Technology Forum responded to the House Select Committee Hearing on the Climate Crisis with the paper, “Solving the Climate Crisis: Cleaning Up Heavy Duty Vehicles, Protecting Communities.” This edition of AsphaltPro, which focuses on the state of our sustainable industry, reminds readers of this area of our environmentally friendly business.

T

The new generation of diesel technology is helping ports, cities, communities, and entire nations meet climate and clean air challenges of today and tomorrow, according to a statement submitted July 16 by the Diesel Technology Forum, a not-for-profit organization dedicated to raising awareness about the importance of diesel engines, fuel and the latest generations of advanced diesel technologies and fuels.

“Today’s advanced diesel technologies are more widely adopted, more energy efficient and lower in emissions than previous generations, with even further improvements coming online. Coupled with growing success using advanced renewable bio-based fuels, diesel engines are well-positioned for the future of goods movement in America and around the world,” said the Forum’s executive director, Allen Schaeffer. “As elected officials debate our future energy and technology paths, we must not take our eye off the importance of continued progress today and technologies like diesel that are delivering substantial climate benefits and clean air and economic progress on a wide scale, now. Getting more new-technology diesel engines on the road will deliver the biggest clean air impacts at the lowest cost, while also helping achieve climate goals.”

Schaeffer continued: “As verified by the Health Effects Institute Advanced Collaborative Emissions Study (ACES), the emissions control technologies present in the newest-generation diesel applications—technologies meeting U.S. 2007/2010, Euro VI/6, China 6, and Bharat Stage VI (India) standards—deliver dramatic improvements in emissions. The study affirmed that the aftertreatment technologies used in modern diesel engines are highly effective: diesel particulate filters reduce particulate matter (PM) emissions by more than 90 percent, and selective catalytic reduction systems reduce smog-forming nitrogen oxide (NOx) emissions by 94 percent. Researchers also noted that ‘the overall toxicity of exhaust from modern diesel engines is significantly decreased compared with the toxicity of emissions from traditional-technology diesel engines.’

“Today, diesel remains the dominant technology in long-haul trucking, powering 97 percent of Class 8 big-rig trucks in the United States. A growing percentage of diesel-powered commercial trucks rely on the newest-generation diesel technologies, which deliver near-zero emissions performance while using less fuel: today,

54 // December 2019

more than 36 percent of commercial Class 3-8 vehicles are of this newest-generation technology (2011 and newer model years), up from 30 percent in 2016. These more than 4.9 million new-generation commercial diesel trucks have removed more than 26 million tonnes of NOx and 59 million tonnes of carbon dioxide (CO2), compared to previous generations. These new trucks are so clean that it would take 60 new-generation diesel trucks to equal the emissions from one truck sold in 1988.

“In ports, air quality is rapidly improving thanks to the accelerated turnover to new clean diesel engines deployed in many cargo handling applications, along with retrofit activities to install emission control technologies on older diesel engines. Nowhere is this more evident than in Southern California. The Ports of Los Angeles and Long Beach estimate that between 2005 and 2015, fine particle emissions (PM) fell by 85 percent or 745 tons per year, while NOx fell by 51 percent or 8,325 tons per year. Other ports

have also reported similarly impressive emission reductions.

The overwhelming majority of these clean air achievements are attributable to the introduction of clean diesel technology, rather than to alternative fuels.

“Furthermore, the U.S. Environmental Protection Agency (EPA) and National Highway Traffic Safety Administration (NHTSA) estimate that the Commercial Vehicle Fuel Economy and Greenhouse Gas Reduction Standards Phase 1 rules saved 270 million tons CO2 and 530 million barrels of oil between 2014 and 2018, and that the Phase 2 rules will save another 1 billion tons of CO2 and nearly 2 billion barrels of oil between 2021 and 2027. Knowing that the majority of medium and heavy-duty trucks run on diesel, and that the larger benefits are derived from Class 8 trucks that are almost exclusively run on diesel, it is safe to say the majority of these CO2-reduction benefits are delivered by diesel technologies.

“Even further progress for lower emissions is on the horizon, as truck and engine manufacturers are engaged with the U.S. EPA and the California Air Resources Board (CARB) on the Clean Truck Initiative, developing tomorrow’s generation of diesel engines. From coupling with hybrid-electric technology and battery-storage systems, to pushing thermal efficiency boundaries, to advanced waste-heat recovery systems, to utilizing high-quality advanced renewable biodiesel fuels, new-generation advanced diesel technology is uniquely suited to enable commercial trucking to contribute to our sustainable future.

Continued Investment in the Future of Diesel

“Even as manufacturers explore other fuels and technology options, continued investments in diesel are strong indicators

about the future for advanced diesel engines. Thirteen states are home to heavy-duty diesel engine manufacturing, supporting $3.4 trillion in U.S. economic activity and more than 1.25 million American jobs.

“With well-established service and refueling networks across the United States to ensure maximum up-time, diesel is the proven partner in today’s overnight, same-day, just-in-time delivery world. Diesel remains the most energy-efficient internal combustion engine, one that offers an unmatched number of choices in size and performance for the broadest range of commercial vehicle operations. Along with near-zero emissions performance, choosing diesel ensures endless flexibilities in routing and operations to meet the ever-changing needs of customers.

Bio-based Diesel Fuels are a Proven Climate Solution Today

“Even though battery electric technologies get most of the headlines, it is diesel engines in commercial trucks and buses using advanced bio-based diesel fuels that deliver the most results. Look at California: in 2018, California’s use of biodiesel and renewable diesel fuels eliminated 4.3 million tons of CO2. Meanwhile, electric cars and trucks in the state resulted in only 1.2 million tons of CO2 reductions in 2018—one third of the emissions reductions delivered by diesel engines using biodiesel fuels. Biodiesel’s contribution even exceeding the reductions delivered by ethanol. Since the state’s Low Carbon Fuel Standard (LCFS) program began in 2011, biodiesel and renewable diesel fuel have eliminated more than 18 million tons of CO2, according to CARB.” For more information visit http://www.dieselforum.org.

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product Gallery

Pave with New Products G

Gear up for the 2020 paving season during this off-season, starting with research right here. From technology to big iron, original equipment manufacturers (OEMs) aren’t waiting for CONEXPO-CON/AGG to release what you need to enhance your bottom line. Some of them have what you need right now.

Trimble SiteVision Brings Augmented Reality to Asphalt Paving

BY KEVIN GARCIA

When it comes to emerging technology in construction, augmented reality (AR) solutions are among the fastest-growing segments in the market. Across construction jobsites of all types, AR allows users to visualize complex projects and plans within their real-world environment, making it easier to plan, collaborate and report on projects. Now, with the introduction of Trimble SiteVision, asphalt contractors have access to an AR system that makes it easy to take advantage of the benefits of augmented reality on all types of paving projects.

Trimble SiteVision is an outdoor AR solution that enables users to visualize 2D and 3D data on virtually any project site with cellular or internet connectivity. Combining hardware and software in an integrated, lightweight handheld or pole-mounted solution, users can view 3D models and assets in a real-world environment at a 1:1 scale, from any angle or position.

For example, now contractors working on a project expanding a road from two lanes to four can stand on the existing road and see exactly where the new, wider road will run and what it will look like. Trimble SiteVision users can visualize everything from where a new bridge or overpass will be placed and how it will look in the real world, to the exact placement of handicapped access ramps, intersections and curbs in residential developments.

One of the most impactful uses of the new AR solution is in night milling, where contractors can now highlight manhole covers, underground infrastructure and other assets that are otherwise indicated by paint, which can be difficult to see in the dark.

“The addition of augmented reality to a paving jobsite means contractors no longer have to carry around paper plans, because everyone on the site can see exactly what the finished job is supposed to look like,” said Casey Cyrus, business area manager for Trimble Site Positioning Systems. “Now, instead of calling the architect or engineer to confirm how high a curb should be, you can look at the handheld and see for yourself. Imagine being able to stand on a paving jobsite and see exactly what the finished project will look like before you even begin.”

The Trimble SiteVision Integrated Positioning System integrates the Trimble Catalyst DA1 Antenna, Electronic Distance Measurement (EDM) rangefinder and power management into a lightweight, handheld device that connects to a user-supplied Android™ mobile phone. A software subscription is available to single users on a monthly or yearly basis. The SiteVision software subscription combines Trimble’s positioning services and cloud-

56 // December 2019

based processing technology to create a centimeter-accurate AR system. The system leverages Trimble cloud-based processing to manage and deliver data and design models.

The Trimble SiteVision workflow is designed to be simple to use.

Contractors survey the project as normal and then create the design model from the survey, most commonly using Trimble Business Center and Sketchup. For civil projects, SiteVision also visualizes data from Trimble’s Quantm and Novapoint solutions; design data from Civil 3D® and Bentley® OpenRoads; and GIS data from Esri® ArcGIS® software.

From there, the design model is exported to Trimble Connect, Trimble’s cloud-based hosting service. On the jobsite, users can connect to the correction service of their choice to visualize the jobsite, create tasks and reports, and take measurements of the model data with the SiteVision app. Access to VRS Now and Centerpoint RTX are provided with a SiteVision subscription.

For paving contactors, Trimble SiteVision opens the door for both time and cost savings by blending digital content with real-world environments. AR technology makes it easy for both contractors and customers to “see” finished projects that can be difficult to visualize, while also eliminating the need for questions, calls, and trips between the office and the field.

“It’s easier to understand complex ideas when we can see them in a real-world context,” said Mark Nichols, general manager at Trimble. “SiteVision improves our understanding of projects and worksites with a handheld device that is accessible to a wide range of users. Augmented reality is now ready for everyday use in a wide range of applications.”

For more information, visit: https://sitevision.trimble.com.

ASV

ASV Holdings Inc., Grand Rapids, Minnesota, introduces its twoyear, 2,000-hour loader warranty and no-derailment guarantee for its Posi-Track® and skid-steer loaders. The comprehensive warranty covers compact track loader tracks for the entire warranty period. The warranty goes a step further to feature a no-derailment guarantee. “We’re introducing this aggressive new warranty because we have an exceptionally high level of confidence in the reliability of our field-proven loader design,” said Justin Rupar, ASV Holdings Inc. vice president of sales and marketing. “[W]e’ve always said our tracks don’t derail, but we’re going a step further and guaranteeing it on paper.” The no-derailment guarantee includes travel and mileage rates offered if ASV tracks do derail.

For more information, visit www.asv.com/warranty.

ROADTEC

Roadtec, an Astec Industries company, of Chattanooga, offers its highway class RP-250e paver with a 240-horsepower Cummins QSB 6.7 Tier 4 engine. It offers a minimum paving width of 10 feet and a rear-mount screed.

WINTER

MAINTENANCE The RP-250e wheeled paver from Roadtec offers hydraulic tunnel extensions as an option.

The hopper width is 10 feet, 3 inches. Feed control is via sonic and flow gates. Tunnel height is 14 inches. Back at the head of material, auger diameter is 16 inches and minimum auger height can be set at 2 inches.

For more information, contact Eric Baker at (800) 272-7100.

BOMAG

BOMAG Americas, a Fayat Group company, Ridgeway, South Carolina, launched the BF 200 cart path and small construction site paver for the North American market in October. It has an operating weight of 13,228 pounds and transport width of 51 inches. Its 44-inch track width fits in the cut of a 4-foot cold planer. The hydraulically extendible electric screed offers base paving widths ranging from 2.6 to 6.6 feet. Manual screed extensions feature quick coupling technology with a locking wedgeand-socket design to extend paving widths to 11.2 feet. Available reduction skids allow contractors to pave as narrow as 1.3 feet.

The hopper capacity is 5 tons.

The BOMAG MAGMALIFE technology heats the screed to paving temperatures in approximately 20 minutes. The design casts heating elements into a single aluminum block for thermal conductivity.

A two-level operator platform design offers a view to both the hopper and paver sides. It’s equipped with an automatic steering radius system to match and hold cart path radius.

The BF 200 paver is powered by a 74-horsepower diesel engine that requires no diesel particulate filter or diesel exhaust fluid aftertreatment to meet Tier 4 Final emissions regulations, according to the manufacturer.

Check out the highway class CR 1030 T paver in this month’s Here’s How it Works department, page 66.

For more information, check with your dealer at www.bomag.com.

VOGELE

Vogele, a Wirtgen Group company, of Antioch, Tennessee, updated its Big MultiPlex Ski April 2018. This new grade and slope control technology simplifies the process of connecting and using the sensors. It operators as standard with three multi-cell sonic sensors fitted to a beam 16.4 to 42.6 feet in length. Up to

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product Gallery five sensors can be connected to it, depending on the application.

Vogele’s Niveltronic systems for automated grade and slope control calculates a mean from the measurements recorded across the entire measuring range, making up for any unevenness over long distances, according to the manufacturer. It is designed so one person can attach it completely in just seven minutes. New clamping fasteners allow mounting without tools.

For more information, contact Matt Graves at (615) 501-0600.

CRESCENT

Vogele’s engineers have completely revamped the Big MultiPlex Ski, focusing on simplifying assembly, handling and transport.

Crescent Lufkin® of Sparks, Maryland, has launched the Control Series of tape measures for tradespeople. The new features are designed to help tackle issues that help users get the job done more efficiently.

The 1-3/16-inch-wide tape with extra-large print has 12 feet of standout, while the matte finish reduces glare and protects the blade, to help it hold up through heavy use. The finger brake beneath the tape’s feed allows the user to control the blade without risk of pinching, and the blade can be locked in place with the wide lock button protected by over-mold rails.

Ergonomic, light-weight and compact, Control Series tapes are designed for everyday use, and the 360-degree end hook is designed to grip material from all sides. The integrated tether point allows for easy tethering when working from taller heights. If it does fall, Con-

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trol Series tapes are tough, surviving more than 50 one-story drops during real-life testing.

The Control Series offers eight options, including an engineers’ blade, two metric versions, and a version with Crescent Lufkin’s Nite Eye color scheme for greater legibility.

For more information, visit www.crescenttool.com

been increased 29 percent versus the previous offering. Changes to the hydraulic hose routing to the blade offer better protection against damage, according to the manufacturer, and the blade weight was reduced to be reinvested in the C-frame.

For more information, visit www.JohnDeere.com.

CATERPILLAR

DEERE

John Deere, Moline, Illinois, introduces the new mechanical angle blade for the 950K and 1050K crawler dozers. “The new mechanical angle blades were designed based on feedback from contractors in the pipeline industry,” said Nathan Horstman, product marketing manager, crawler dozers, John Deere Construction & Forestry. “Understanding the crippling impact downtime can have, we designed the John Deere mechanical blade to be stronger and more durable. From performance improvements to features that provide better serviceability, our customers can be confident when running a machine equipped with the new blade option.”

The three-position adjustable blade can be configured using the provided pin points on the push beams. Redesigned with an improved blade profile, the new mechanical angle blade provides better shedding of material and reduces the likelihood of blade plugging. The approach angle on the 950K and 1050K blades has

Caterpillar, Minneapolis, offers the Cat® CS56B soil compactor with a redesigned cab for operator comfort, exclusive Cat® dual pump propel system with electronic control, and new Cat Compaction Control that’s factory installed, dealer supported and integrated with the machine. Two sensor options are available, including the new Machine Drive Power (MDP), which is exclusive Cat technology based on rolling resistance. Take a closer look: MDP is designed to work on all soil types (fines, granular and cohesive) and with smooth drums, padfoot drums or smooth drums equipped with padfoot shell kits. It works with the vibe system on or off, allowing operators to measure during working passes or when proofing passes. It works by measuring the energy necessary to overcome rolling resistance, which the manufacturer states is a more tangible and direct measurement of soil stiffness.

The CS series specifically has enhanced compaction force with more weight at the drum and enhanced propel system.

For more information, contact your local Cat dealer through www.cat.com.

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New Tech

Maximize Driver Safety, Compliance with NexTraq There are a number of uses for smartphones and tablets on today’s job site, from in-field communication to fleet management. However, these smart devices can also enable a number of distracting and downright dangerous behaviors if handled improperly.

That’s why NexTraq, a global fleet telematics company based in Atlanta, Georgia, launched MobileBlock: to ensure drivers’ smartphones and tablet screens are locked during driving.

MobileBlock is a self-adhering piece of hardware about the size of a quarter that can be placed anywhere within the vehicle. Once the hardware is installed, any devices that have downloaded MobileBlock’s companion app for iOS and Android will not be able to access apps, text or call (unless via Bluetooth) while the vehicle is in motion. Drivers will, however, continue to have access to emergency call and navigation apps. To access other apps, the vehicle must be in park with the ignition disengaged.

“We want to help our customers manage what is happening in their vehicles,” said NexTraq Vice President of Sales Todd Hanna. “Our customers are very concerned that their vehicles are operated in a safe manner.”

Although MobileBlock plays an important role in achieving that goal, it’s only one aspect of NexTraq’s overall mission to improve fleet visibility and productivity, maintenance and compliance, mobile workforce management, and driver safety.

NexTraq, acquired by Michelin in 2017, is a part of Michelin’s Global Services and Solutions business line. It has more than 100,000 active monthly subscribers and its telematics solutions are deployed in more than 850,000 vehicles worldwide.

The NexTraq platform is accessible as a desktop application, a mobile app for iOS and Android devices, and as an application program interface (API) to allow for its suite of tools to exchange data with a customer’s preferred platform.

T

60 // December 2019

In addition to MobileBlock, NexTraq relies on a number of other devices to deliver actionable data to its platform.

DEVICE + PLATFORM = SOLUTION

The devices NexTraq uses to track the location and use of each vehicle or piece of equipment include a plug-and-play device about the size of a cell phone, which can be connected to a vehicle’s OBD 2 port, or a tracker hardwired into the asset’s Controller Area Network (CAN), which is an internal network designed to facilitate communication between components within the vehicle or piece of equipment.

“Customers tell us that in many cases, the dash cams exonerate their drivers and show that they were doing things correctly, versus a Big Brother tool to monitor the driver.”—Todd Hanna If an asset has an OBD 2 port for immediate access to its onboard computer, the plugand-play devices can be moved from vehicle to vehicle and installed in seconds. Without the port, it takes roughly 15 minutes to install and connect the device to the asset’s CANbus. Each of these devices can either be powered by the asset’s engine, or solar- or battery-power.

NexTraq also includes dispatching capabilities via its app or commercial Garmin devices, as well as signature and photo capture features.

NexTraq can use information from various devices in the vehicle to determine areas where a driver may need further training.

NexTraq’s tools aim to improve fleet visibility and productivity, maintenance and compliance, mobile workforce management, and driver safety.

NexTraq is also working on a mobile device alternative. “Most vehicles already come with onboard telematics, but no way to display them or make them actionable,” Hanna said. “We’re working to eliminate hardware and utilize the devices people already have so they can just download an app and have the same functionality.”

NexTraq tracks assets every 60 seconds so users can pull up a live map of all equipped assets, as well as set up notifications as assets exit and enter various geofences (virtual geographic boundaries).

“Our customers want to ensure proper fleet utilization: do I have enough vehicles or equipment? What is sitting idle? How can I better manage my fleet across all jobs?” Hanna said. “And, they want to ensure drivers are working as they should. Are they leaving and arriving when they’re supposed to? Are they

going where they are supposed to go, and not going where they aren’t supposed to go?”

In addition to fleet visibility, management and productivity, these devices also enable NexTraq’s three other pillars: maintenance and compliance, mobile workforce management, and driver safety.

“Many of our customers don’t necessarily have a payroll system that works if employees start from home or aren’t going to the same location day after day,” he said. “Our tools make it possible for that mobile workforce to clock in and out from wherever they are when they start their shift.”

The devices also track engine hours and will prompt maintenance activities based on the schedule the customer inputs for that piece of equipment.

“It’s important that everything is being inspected and serviced on an appropriate and regular basis,” Hanna said. “We want to help our customers manage their maintenance program, as well as their safety compliance.”

Customers can also equip vehicles with NexTraq’s inward and outward facing dash cameras. Anytime the CAN-connected devices recognize what Hanna refers to as the ABCs of hard driving (rapid acceleration, harsh braking, or tight corners), the 10 seconds before and after that event are logged.

“By logging events triggered by those ABCs of driving, we save the customer time having to look through hours of video,” Hanna said.

It’s also possible to have a live video feed of each vehicle, or request video from a specific time period.

Even without accidents—with or without video from the dash cams—tracking each incident within NexTraq’s platform offers employers a chance to coach their drivers on areas they may be performing unsafely.

A driver who may have logged more harsh braking events than desired might be required by his employer to watch NexTraq’s training videos pertaining to that issue, such as defensive driving and other strategies to eliminate harsh braking. The training is offered either by subscription or a la carte.

“We want this information to be actionable, and to do that we need to take it from a driver scorecard to an actual strategy for that driver to improve,” Hanna said. “We’re living in a litigious society where people seem to take every opportunity to sue anyone with a com-

pany name on the side of their truck. We want to help people manage their safety policy, so—should there be an incident— they will be able to show that they’ve done everything in their power to operate safely.”

– BY SARAH REDOHL

MobileBlock was launched in August of 2019 and is now available in the United States and Canada. For more information, visit nextraq.com.

www.THeAsphaltpro.com // 61

RENTAL EXPECTATIONS FOR 2020

A

BY AMERICAN RENTAL ASSOCIATION

Among professional construction contractors who rented equipment in the past year, a majority expects to increase reliance on rental in the year ahead, according to a comprehensive survey of contractors released by the American Rental Association (ARA), Moline, Illinois.

The “Rental Customer Needs Study,” conducted by RSG, an independent research firm for ARA, found that 93 percent of professional contractors surveyed rented equipment in the last year. Of those who rented, 92 percent planned to rent as least as much as last year and 52 percent expected to increase renting over the next year.

Portable toilets, lifts and scaffolding, backhoes, dump trucks and mini excavators are the most popular rental items among contractors, the study found. Reasons contractors rented included: it made more financial sense than buying equipment (45 percent); they needed equipment for immediate use and did not want to purchase (43 percent); and they needed to use the equipment infrequently or only for a short time period (43 percent).

Contractors who expect to rent more next year will do so because they plan to use what they currently rent more frequently or they plan to take on more quick-turnaround projects, the study concluded.

More than 90 percent of survey participants said rental locations are doing an excellent job of providing their customers with satisfying

rental experiences. According to the study, there are five key things that professional contractors want from their local rental company: • Attentive customer service • Reliable, well-maintained and varied equipment • Online engagement • Clear communication • Rewards Tony Conant, ARA CEO, said the research findings will help guide ARA members in their mission to deliver a premier rental experience.

“We invested in this study to better understand the evolving needs and preferences of contractors,” Conant said. “It’s exciting that so many professional contractors are thinking of rental first for their equipment needs. With these new research insights, our rental members will have information and knowledge to better serve the needs of this segment.”

Data for the study came from surveys of various types of contractors including residential building, specialty, non-residential and commercial building, landscape, utility, road and highway construction, site development/earthmoving, and more.

Full survey results are available to ARA members on the ARA website, www.ararental.org. Nonmembers can download a free white paper at www.ararental.org.

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40 years of experience in the asphalt plant industry!

62 // December 2019

MODIFIERS BRING ASPHALT TO

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KEYNOTE SPEAKERS Scott Murray, Emmy Award winning NBC anchor, and Angel Carlton, noted author and lecturer, will kick off the Conference with a timely presentation on managing the rapidly increasing change we need to deal with in business and our personal lives. Scott and Angel will also present a half-day seminar, open to all, on Tuesday.

INDUSTRY LEADERS PRESENT Hear from industry leaders on the latest asphalt research, trends, regulatory issues, and advances in modifier technology. Agencies will report on several modified asphalt projects in their states. The results of the 2019 market survey of producers and DOTs will be presented.

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Golf Scramble; Early Arrivals Reception

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Build Your Own Workshop from Three Course Tracks

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BUILD YOUR OWN WORKSHOP AMAP’s one-day asphalt modification workshop for both roofing and paving is designed for all levels of experience. Taught by experts, you pick the courses that best meet your needs. Topics include: • Chemistry Basics • Modified Roofing Products • Common Modifiers • History of Polymer Modification • Basics of Emulsions • Modified Emulsions Application • Binder Testing • And more!

VENDOR EXHIBITS Visit our materials and service vendors to learn more about their advances in technology and innovation. Vendors please book your space early.

Come Join Us! Make hotel reservations now: 1-888-444-6664 Ask for AMAP 2020 Conference For more information: 330-714-4117 jimsattler@modifiedasphalt.org

LOOKING FORWARD WITH

20/20 VISION Tackling Today’s Issues:

2020 NAPA ANNUAL MEETING February 2–5, 2020 GRAND WAILEA • MAUI, HAWAI’I

www.AsphaltPavement.org/AnnualMeeting

QUALITY INNOVATION WORKFORCE DEVELOPMENT

advertiser index Ahern Industries, Inc . . . . . . . 62

KPI-JCI-AMS . . . Inside Back Cover

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

Libra Systems . . . . . . . . . . . . 61

Applied Test Systems . . . . . . 20

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

Asphalt Drum Mixers . . . . . . .34

Minds . . . . . . . . . . . . . . 37, 43

Astec, Inc . . . . . 11, 15, 19, 23, 26

Process Heating . . . . . . . . . . 16

B & S Light . . . . . . . . . . . . . .48

Pugmill . . . . . . . . . . . . . . . .59

CEI Enterprises . . . . . . . . . . . 13 CWMF . . . . . . . . . . . . . . . . . 31

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

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

Roadtec . . . . . . . . . . . . . . . . 3

E.D. Etnyre . . . . . . . . . . . . . .42

Stansteel . . . . . . . . . . . . .17, 33

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

Systems Equipment . . . . . 25, 51

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

Tarmac International, Inc . . . . 57

Green Patch . . . . . . . . . . . . . 21

Transtech . . . . . . . . . . . . . . .39

Heatec, Inc . . . Inside Front Cover

Top Quality Paving . . . . . . . . .50

Ingevity . . . . . . . . . . . . . . . . 41

Willow Designs . . . . . . . . . . .65

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

Wirtgen . . . . . . . . . . . . . . . .45

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

OPERATIONAL MANAGEMENT Tapping into a lifetime of experiences EXECUTIVE ADVISOR Budgeting · Logistics · Staffing appraisal Research · Special projects

LOG-BASED DOCUMENTATION Design and set-up · Subscription · Manage and train

MANAGEMENT TRAINING Coaching and mentoring · Recruitment and retention

Ken Monlux

kenmonlux@yahoo.com • 209-495-1017

www.THeAsphaltpro.com // 65

here’s how it works

Dual swing-out operator stations can swivel outward at four differing angles.

Step 2

The operator views material movement through the open grate design on the platform.

Step 1

Mix enters the 14-ton-capacity hopper.

Step 4

Material flows under the Stretch® 20 screed, which can be set at widths from 10 to 20 feet.

Step 3

The Smartrac™ system maintains proper track tension for smooth forward movement.

BOMAG’s CR 1030 T Paver T

To pave smoothly without centerline segregation takes a skilled crew using proper equipment.

The engineers at BOMAG Americas, Ridgeway, South Carolina, have launched the 10foot highway class pavers with new features to assist operators; and the CR 1030 T paver has some upgrades. Here’s how it works.

First, the haul truck delivers mix to the 14-ton capacity hopper. The operator watches the movement of material more easily than in the past due to the sloped design of the sound-insulated composite engine hood. He looks through the open-grate design on the platform floor to monitor the head of material at the spreading augers.

Under the hood, the 225-horsepower Tier 4 Final engine powers full width

66 // December 2019

paving as well as the screed’s generator and lights for nighttime paving, while consuming an average of less than 4 gallons of fuel per hour. As the paver moves forward, the Smartrac™ system on the CR 1030 T paver automatically maintains proper track tension, according to the manufacturer.

To help him keep his lines straight, the operator can swivel either of the dual swing-out operator stations outward at four different angles to view the sides of the paver and the endgates. The mix flows under the Stretch® 20 hydraulically extendible screed, which allows a hydraulically variable paving width from 10 to 20 feet. With extensions, the crew can pave up to 30 feet wide.

The CR 1030 series paver also comes in a wheeled version, the 1030 W, which has a standard hopper capacity of 16.7 tons and a 260-horsepower Tier 4 Final engine.

For more information, contact your local BOMAG dealer via www.bomag.com.

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

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

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