The Warm-Mix Asphalt Issue
asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS
Madden Improves US79 with New Shuttle Buggy • Permeable Pavements Mix in WMA • Measure Moisture at the Belt • How to Pave in a Tunnel
Prevent Arc Flash
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CONTENTS
asphaltPRO July 2020
departments
30
Editor’s Letter 6 – Essential Asphalt to the Rescue
Safety Spotlight 8 – Arc Flash Safety: Create a Plan for Compliance From Emerson
MIX IT UP 12 – Blackstone Measures Moisture Entering the Plant By Sandy Lender
PAVEMENT MAINTENANCE 16 – Anrak Mills a Steep Grade From Wirtgen Communications
16
20
INTERNATIONAL SNAPSHOT 20 – International Tunnel Work From Ammann Group
PRODUCT GALLERY 44 – Summer Production Products, Services
NEW TECH 54 – Lakeside Streamlines Field Data By Betsey Rogers
OFF THE MAT 56 – Get Fleets Back on Track By Oswaldo (Ozzie) Flores
HERE’S HOW IT WORKS 60 – Volvo’s 5000B Series Asphalt Pavers
ONLINE UPDATE 62 – AsphaltPro Online
54 Feature articles 22 – Madden Puts SB3000 to Work on U.S. 79 Mill and Inlay By Sandy Lender 30 – W-L Construction & Paving Wins 2019 Inaugural Golden Lute Award By Chris Blevins and Kelly Hill 34 – Best Practices of Porous Asphalt Paving By Sarah Redohl
The Warm-Mix Asphalt Issue
asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS
Madden Improves US79 with New Shuttle Buggy • Permeable Pavements Mix in WMA • Measure Moisture at the Belt • How to Pave in a Tunnel
Prevent Arc Flash
JULY 2020 WWW.THEASPHALTPRO.COM
on the cover
Madden Contracting is keen on testing and trialing new equipment, including the SB3000 from Roadtec. See related article on page 22. Photo courtesy of Roadtec
editor’s Letter Essential Asphalt to the Rescue
Roads didn’t self-repair while 60 percent of traffic stayed home during April and May. In fact, an earthquake shook a fissure across U.S. Route 95 in Western Nevada May 15 that necessitated a detour for essential traffic, taking the nation’s vital workers 20 miles out of their way between Reno and Vegas. Luckily, asphalt crews can repair that noise in under 10 hours. And they did. What’s positive and hopeful in the situation outlined right there is the availability of an asphalt crew with equipment and materials to do the job. That kind of availability goes out the window if Congress can’t do its job of “building and maintaining a national highway system” with reliable funding. We all know members of Congress spend an awful lot of time bickering these days when we’d like to see them working instead. We’re not getting good messages through if these grown men and women continue to focus on how often they can remind their constituents that an “opponent” used to sell cars. I don’t care what someone used to do. I care what someone can and will do right now to assist in getting this nation’s economy back on track. I care what someone can and will do right now to assist in getting our infrastructure to a safe and secure grade across the board. I care what someone can and will do right now to assist in acquiring for our industry a stable and steady source of infrastructure funding so we’re not in panic mode every Sept. 30. At the time I sat down to write this note, the House Democratic Transportation & Infrastructure Committee leadership had just introduced the Invest in America Act. This is a five-year, surface transportation reauthorization proposal, asking for $494 billion, which represents a 46 percent increase over current funding levels. That sounds tubular. The Senate’s bipartisan five-year, surface transportation bill, called the America’s Transportation Infrastructure Act (ATIA), asking for $287 billion, was approved by the Senate Environment & Public Works Committee last summer. It’s still waiting on other Senate panels to get their acts together. Here’s one of the big problems: neither of these bills explains how we’re going to pay for $287 billion or $494 billion worth of projects, even though those projects are necessary for our nation’s safety. I’m ranting about this today because we, as members of the asphalt industry, can help members of Congress move forward with funding of whatever act they ultimately put forward by contacting them. Let your representative know that, yes, you’re behind them on a surface transportation bill, but you’re also behind them on fully funding the Highway Trust Fund. Our industry is ready and able to step in and take care of business when a natural disaster reroutes essential and emergency traffic 20 miles off a highway. Our industry is critical to a safe and functioning infrastructure and economy. Be someone who can and will, right now, assist in getting our industry fully funded. Stay Safe,
Sandy Lender
6 // July 2020
July 2020 • Vol. 13 No. 9
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/.
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safety spotlight
Arc Flash Safety: Create a Plan for Compliance A
According to the National Fire Protection Agency (NFPA) 70E: Standard for Electrical Safety in the Workplace, arc flash is a “dangerous condition associated with the release of energy caused by an electrical arc.” In laymen’s terms, that translates into a sudden and dangerous blast of extreme heat, intense light, and pressure waves that happens when a high-voltage gap exists between a phase bus bar and another phase bus bar, neutral or a ground. Injuries are often devastating, as arc flash temperatures can reach 35,000° F, which is three times hotter than the surface of the sun. An arc flash also can produce noise reaching 140 decibels—about as loud as a gunshot—and molten metal shrapnel. Arc flash incidents can often be traced to human error or poorly maintained systems. Factors such as worn cable insulation, dirty or corroded contacts or electrical parts, a dropped tool, and occasionally an ill-fated rodent or bird, can all cause a catastrophic accident. Some plant managers may justify their decision to not provide workers with arc rated, flame resistant (AR/FR) clothing or safety training by suggesting that arc flash incidents are so rare that it’s not worth the expense. However, a 2013 report published in the May 31, 2013, edition of Industrial Safety & Hygiene News disputes that claim. It estimates that, on average, there are 30,000 arc flash incidents every year in the United States or about 5-10 per day. The report went on to say that those incidents resulted in annual totals of 7,000 burn injuries, 2,000 hospitalizations, and 400 fatalities. Costs incurred by arc flash damage can reach millions of dollars in employee claims, insurance costs, equipment replacement and lost productivity. Given the risk, frequency and severity of arc flash events, it is imperative that plants employ a host of mitigation
8 // July 2020
This is an example of the Emerson Appleton Plexpower Fiber panel board. Photos courtesy of Emerson, St. Louis, Missouri. processes to pave a safer path for workers who maintain electrical distribution, power control and protection systems.
DRESS FOR DURESS
In April 2014, OSHA issued a final rule on electric power generation, transmission and distribution, and electrical protective equipment. Under the rule, employers must protect their workers from hazards posed by flames and electric arc in the following ways: • Identify employees who will be working around these hazards. • Estimate the incident heat energy of any electric-arc hazard to which a worker would be exposed at various points along the power chain. Accuracy is es-
sential with such measurements, so plant managers who lack direct and extensive experience with arc flash incident energy assessment should always seek assistance from a qualified power systems engineer. • Ensure workers exposed to such hazards wear protective clothing and other protective equipment with an arc rating equal to or greater than the estimated heat energy. Wearing flame-resistant clothing can drastically improve the chance of walking away from an arc flash. Some of the different types of PPE that should be worn includes an arc flash suit, hardhat, leather footwear, rubber gloves, arc-rated face shield and more. Workers should always
safety spotlight ted include troubleshooting that requires voltage and when shutting down creates a greater hazard. OSHA does not permit energized work simply because it may be inconvenient or production-inhibiting to de-energize.
2. Maintain equipment
Example of arc flash suit avoid wearing jewelry, including metal watches, metal fasteners on clothing, or any other conductive material. In addition, only use tools, meters, and other equipment that are suitable for the voltage and current levels present when performing electrical work. Look for tools that meet IEC standards with an independent lab testing verifying it. The lab’s symbol on the tool means an independent testing agency has checked the safety claims and CAT ratings.
SIX WAYS TO PREVENT ARC FLASH ACCIDENTS
As crucial as PPE is, it should be considered the last line of defense against arc flash. With the safety procedures outlined below, it’s possible to minimize the risk of arc flash.
1. De-energize equipment
The only way to completely eliminate hazards is to de-energize equipment. Be sure to test for the absence of voltage while wearing the appropriate PPE. Until the absence of voltage testing proves the circuits are dead, they must be considered energized. Note that OSHA doesn’t require that energy never be present; instead, it requires that the employer eliminate hazardous energy as the first option. If eliminating the hazard is not possible, only then can the employer consider reducing the risk to a tolerable level. Examples of when energized work is permit-
10 // July 2020
NFPA 70E Article 205.3, General Maintenance Requirements, states: “Electrical equipment shall be maintained in accordance with the manufacturer’s instructions or industry consensus standards to reduce the risk of failure and the subsequent exposure of employees to electrical hazards.” This especially applies to breakers. If the breaker hasn’t been maintained and tested as required, there is no assurance that it will respond in accordance with its published time-current curve. Many manufacturers recommend that breakers be removed from service and inspected at least once per year. Additionally, damaged insulation on high-voltage wiring and dust or other impurities accumulated on equipment can create a pathway for the flow of electricity and may possibly lead to an arc flash when high-voltage components are involved.
3. Don’t overstep your boundaries
The arc flash boundary is the minimum “safe” distance from exposed energized conductors or circuit parts that has the potential for an arc flash. NFPA 70E recommends defining three boundaries to minimize risk of electrical injuries. The outermost Flash Protection Boundary is set at a distance where, if a worker were exposed to an arc flash, they would sustain a curable second-degree burn. The Limited Approach Boundary is set at a distance where a worker would experience a shock hazard. The Restricted Approach Boundary is set at a distance where a shock hazard is increased. The innermost Prohibited Approach Boundary is set at a distance so close to the energized equipment that it is considered the same as making contact with the live part. Depending on the piece of equipment being worked on, these boundaries will fluctuate in distance.
OSHA does not permit energized work simply because it may be inconvenient or productioninhibiting to de-energize. 4. Four standards, one goal
Four separate industry standards concern the prevention of arc flash incidents: OSHA 29 Code of Federal Regulations (CFR) Part 1910 Subpart S; NFPA 70-2002 National Electric Code; NFPA 70E-2000 Standard for Electrical Safety Requirements for Employee Workplaces; and IEEE Standard 1584-2002 Guide for Performing Arc Flash Hazard Calculations. Knowledge equals safety.
5. Label Machinery
Another way a plant manager can improve arc flash safety is through labeling. Arc flash labels indicate two key pieces of information: the expected incident energy (measured in calories per cm2)—at a working distance of 18 inches or 24 inches—which drives the PPE required for protection; and the distance a worker without PPE must work to avoid a non-curable burn (typically measured in feet). By using correct labeling on critical equipment, facilities can get ahead of potential safety issues to ensure personnel are protected. Note that the NFPA 70E standard explicitly requires employers to post signage notifying employees of potential arc flash dangers. Organizations that ignore this requirement dramatically increase their chances of paying substantial fines and exposing themselves to significant liability.
6. Train Personnel
Finally, training is one of the surest ways to keep workers safe from an arc flash. Most courses are structured to help companies fulfill requirements set forth in OSHA 29 CFR Part 1910, Subpart S Electrical and NFPA 70E, which mandates this type of instructor-led training for anyone working with electrically energized equipment. – FROM EMERSON
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mix it up
Blackstone Construction LLC, headquartered in Russellville, Arkansas, has installed two of the moisture measurement system (MMS™) model 3630s from Troxler Electronic Laboratories Inc., Research Triangle Park, North Carolina, in the last three years to communicate real-time data to the control house for monitoring and regulating AC percent content during the day’s production. All photos courtesy of Blackstone Construction 12 // July 2020
Technicians from Troxler Electronic Laboratories Inc., Research Triangle Park, North Carolina, install the moisture measurement system (MMS™) model 3630. It’s a non-contact set of sensors that uses nuclear technology to gather readings as material travels over the incline conveyor.
Blackstone Measures Moisture Entering the Plant T
The problem that Blackstone Construction LLC, Russellville, Arkansas, has solved is one all asphalt facilities encounter: reading and reacting to moisture content fluctuations. Asphalt Production and Operations Manager Jerry Bowden explained that they’d installed the moisture measurement system (MMS™) model 3630 from Troxler Electronic Laboratories Inc., Research Triangle Park, North Carolina, at two of the company’s asphalt plants within the last three years, and they’ve seen mix design and performance efficiencies from the decision. The MMS is a set of sensors that use nuclear technology to monitor composite moisture at continuous mix asphalt plants. Troxler installs it on the inclined conveyor/
weigh bridge conveyor to receive real time moisture of the aggregates going into the drum through a noncontact “scan” of combined virgin aggregate. Knowing incoming moisture content allows for better binder control, burner temperature during drying, and optimized energy use, and Bowden shared how these efficiencies have come into play for Blackstone Construction. Even when Arkansas has seen a dry spell, material stockpiles will have different moisture levels in them. “The materials that have gone through the wash plant have inconsistent moisture content,” Bowden offered as an example. When the weigh bridge tells the plant controls how much aggregate is coming in for the mix design, an incorrect reading due to fluctuating
moisture contents will result in an incorrect liquid asphalt cement (AC) injection. To set controls correctly, Bowden explained that the quality control/quality assurance (QC/QA) personnel take AC content readings and adjust its percentage every morning. In the past, that process could be arduous, especially if there had been inclement weather the night before. Bowden explained: “In the past, it might take the lab up to two hours or more to get the moisture percentages from the stockpiles to the asphalt plant for adjustments and then another hour to get asphalt made to the lab for a check on the AC percent content in the asphalt. At that point, adjustments of moisture content at the plant would have to be made and run again until
www.THeAsphaltpro.com // 13
mix it up the AC percent content is right coming out of the plant. That process could take up to four hours to complete and then might need to be adjusted again depending on the moisture content consistency in the aggregate stockpiles. “After the Troxler MMS system was installed, the plant operator can see in real time what the moisture content of the aggregate is as it goes into the drum, saving the time it took for the lab to get moisture contents from the stockpiles. The lab will still check the AC percent content coming out of the plant, but with the MMS system in place the plant operator usually gets the AC percent content within one tenth of a percent on the first attempt, which is well within the acceptable limits for state highway department jobs. The plant operator also can make adjustments as the aggregate material stockpiles change during the day’s production without any other employees needing to take moisture samples from the stockpiles.” The value of using the moisture measurement system comes not only from getting consistency in the burner, but mostly from getting consistency in AC contents.
MAKE LIFE EASIER FOR THE LAB TECH
The MMS measures virgin aggregate on the inclined conveyor belt and provides the continuous moisture content reading to the plant’s control system. This data, when used in conjunction with weigh bridge data, allows the plant to make asphalt closer to the mix design. Blackstone elected to not have the system connect directly to the controls. For them, the data comes in from the MMS and is displayed in the control room for the operator. “We let the operator make the adjustment,” Bowden said. This has worked out well for the team. Bowden explained that the tonnage of material to be reworked for state jobs has dropped to zero with this QC/QA tool in place. “If the AC percent content is high or low from the moisture correction not being correct, it can result in a reduction for the amount you will get paid on a 3,000-ton lot of asphalt between 10 to 40 percent.” For the state of Arkansas, he explained, each 3,000-ton lot has four sub-lots of 750 tons each, which must meet volumetric specs. If the contractor has a failing volu-
14 // July 2020
CONTRO
CONTRO
While the MMS is designed to feed data directly into the plant’s controls for automatic adjustments, Blackstone elected to not have the system connect directly to its controls. For them, the data comes in from the MMS and is displayed in the control room for the operator to then make decisions and adjustments. metric, such as AC percent content being too high or a core density being too low as a result of the AC percent content being off, the sub-lot would have to be milled up and replaced at the contractor’s expense. “If you miss density in three sub-lots, you have to mill up all 3,000 tons of the lot,” he said. “Blackstone has gone from taking up as much as $250,000 in asphalt each year to taking up no asphalt each year after the Troxler MMS system was installed.” Using the new QC/QA tool has also freed up an employee from the lab for additional tasks at the plant. “I had an employee work-
ing in the lab and all he did was test AC content,” Bowden said. “That was his fulltime job. Now that I have this system in place, I could move that employee to another area. That frees up a salary for another task.” By installing a moisture sensing device at the weigh bridge to communicate real-time data to the control house, Blackstone Construction has given the plant operator a fighting chance at monitoring and regulating AC content throughout the day’s production. QC/QA has improved with tangible cost benefits. – BY SANDY LENDER
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Pavement maintenance
Anrak Mills a Steep Grade At an altitude of 0.15 mile, the earthfill embankment dam on Lake Oroville dams the waters of the Feather River. After several weeks of rainfall, the dam reached its maximum water level of around 5.6 billion cubic yards in the winter of 2017-2018 after only 50 days. As a result, the California Department of Water Resources had to initiate flood control measures at an early stage. The water was discharged in a controlled manner over the top of the dam structure at the level of the dam crown and the adjacent spillway. Due to the large quantities of water and the extremely high water pressure, however, the 180-foot wide, main concrete spillway eroded to such an extent that rehabilitation was unavoidable. The damage was initially minimized provisionally by filling the erosion in the surface with rolled concrete, “so that the owner could open the overflow system during the winter months, if necessary,” explained Chris Anderson, project manager at the subcontractor, milling service provider, Anrak Corporation, headquartered in Sacramen-
A
16 // July 2020
Before the Wirtgen cold milling machines could begin their work on the Oroville Dam’s spillway, they were lifted onto the surface to be milled by lattice boom cranes. Photos courtesy of Wirtgen Group to. This temporary material had to be removed prior to final paving however, to achieve the desired surface quality. Eight days had been scheduled for the removal of the first layer of rolled concrete. The lower section of the spillway was about 984 feet long. The milling depth required was up to 3 inches at a 25 percent slope downhill, according to Anrak Corporation’s website.
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Safety played an important role during the rehabilitation project. In order to protect the workers and their equipment, cargo containers secured the lower end of the spillway while steel cables attached to a wheel loader secured the Wirtgen cold milling machines. CONTROLS This job was performed April 2018 by the W 2100 equipped with an ECO Cutter milling drum. This milling drum is fitted with up to 50 percent fewer picks at larger tool spacings (LA) than a standard milling drum. Fewer picks means a lower cutting resistance, making it possible to mill hard surfaces such as concrete. This process was followed by the W 210i with a standard LA15 milling drum to give the milled surface the finer texture required to pave the new concrete layer. During the job, both machines used the Level Pro leveling system developed by Wirtgen. According to Anrak’s CEO Tom Schmidt, this is a perfect symbiosis. He stated that using the Wirtgen milling machine with the Level Pro system offers a reliable and precise process: “The evenness of the surface is perfectly uniform and the machine always has excellent traction. The latter is important when milling rolled or Portland cement concrete. And the vibrations that are unavoidable when milling such a hard surface don’t affect the Level Pro system one bit.” After the flat bed trucks had transported the cold milling machines to the upper end of the spillway, the machines were lifted onto the structure with the aid of lattice boom cranes and driven onto the area in need of rehabilitation via specially constructed ramps. Here they faced the next challenge—milling on a steep gradient. This challenge was solved by attaching more than 1,000 feet of 1.25- to 1.5-inch wire cabling to the blades of a large wheel loader and to the rear of the large milling machines, thus securing the machines while work was being carried out, according to the Anrak Corporation’s website. In
18 // July 2020
the process, the heavy steel cables were attached to several hundred trolleys that are normally used for transporting heavy furniture in order to prevent them from rubbing against the ground. “We used the trolleys to prevent the texture of the freshly milled concrete surface from being damaged,” explained Tom Chastain, applications specialist at Wirtgen America. CONTROLS The machines have a working width of 7.2 feet, and it took an average of two hours to remove an entire length. “In order to achieve the desired surface quality, but also for safety reasons, the cold milling machines were operated at a low advance rate of approximately 3 meters per minute,” said Chastain. In the end, the W 2100 and the W 210i had each milled 28 full CONTROLS lengths. The cold milling machines loaded the milled material directly onto tracked vehicles with a capacity of 6.5 cubic yards. These machines are mainly used in open-cast mining, but their excellent maneuverability also made them valuable for steep gradient milling at the Oroville Dam. As soon as the tracked vehicles were filled, they unloaded the milled material at the lower end of the spillway so that it could be transported to a nearby concrete plant. There, the CONTROLS concrete milled material was reprocessed into new concrete for the subsequent construction project. After the subproject of milling the spillway had been reliably completed within the scheduled time frame, the entire rehabilitation project costing 1.1 billion US dollars was completed on schedule after around two years. – FROM WIRTGEN COMMUNICATIONS
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International Snapshot
The Ammann Global 160 plant produces the asphalt for various projects in the Valais. It has sufficient capacity to supply mix for a major project such as the extension to the A9 and is fitted with the technology to run RAP mixes, according to the manufacturer.
International Tunnel Work T
Work on the A9 motorway in the Valais canton between Siders and Brig—approximately 20 miles (32 kilometers) long—is a challenging project on many fronts. With a revised alignment, the route is designed to bundle the traffic lanes as efficiently as possible given the narrowness of the Rhône valley. About 50 percent of the new A9 motorway route through the Upper Valais runs underground, which makes the construction work particularly difficult. Ammann machinery, in the form of an asphalt mixing plant, a road paver, and vibratory and pneumatic tired rollers, supported the demanding paving work in the tunnel. A consortium of businesses named ARGE ATV took on the multi-phased project. Ulrich Imboden AG handled the paving portion of the roadbuilding.
A canton in Switzerland is a state or district. The Swiss confederation consists of 26 cantons. The Valais, a mountainous canton, has topographically little space and few location choices for upgrading major transportation routes, given the constrictions of the Rhône valley. Successfully extending this motorway, without isolating the canton from the rest of Switzerland, is a difficult task. Construction of the new A9 circumvents the problem
20 // July 2020
by including numerous tunnels and improves connections between the whole Valais region and Switzerland’s national road network.
ROUTING THROUGH TUNNELS
The construction site is 19.76 miles (31.8 km) long in total and is fraught with challenges. For example, two tunnels linked by a bridge take drivers on a route some 4.3 miles (7 km) long around the town of Visp. The asphalt paving crew faced huge challenges here. First, the Swiss authorities stipulate maximum standards for paving quality in road tunnels to extend intervals between servicing work. Second, the high volume of traffic on this section will severely impact the pavement. This means the work of laying the asphalt paving must be of the highest quality. For the surface layer, a special mix formula with polymer-modified bitumen (PMB) was used for its robust nature. Because of its high quality requirements and its special composition, this layer also necessitated particularly high compaction standards. Achieving this quality required an experienced crew and machinery ideally matched to operate together throughout the process. Work in the tunnel had even more complications for the paving crew from Ulrich Imboden AG. Because asphalt fume won’t easily disperse inside a tunnel, the crew arranged its ventilation carefully at the asphalt paving stage. Because the wind in the Valais constantly changes direction, the ventilation system was repeatedly adjusted to extract vapours from the tunnel.
AT THE HEART OF THE PROCESS CHAIN
Since 2004, Ulrich Imboden AG has been operating a stationary Ammann asphalt mixing plant in the immediate vicinity of the tunnels.
TOP ROW: An ARP 95 pivot-steer tandem roller with Ammann Compaction Expert (ACE) technology and an AP240 pneumatic tired roller worked behind the paver to get compaction of the polymer-modified mix. BOTTOM ROW: The crew arranged ventilation to move fumes away from workers and out of the tunnel, adjusting the ventilation when wind changed direction in the Valais The plant is an Ammann Global 160, which in 2018 was fitted with an RAH feed to process recycled asphalt pavement (RAP). The proximity of the construction site was ideal. Lorries took only a few minutes to transport the mix from the plant to the paver. In terms of its output, the plant must always be well geared to the day-to-day needs of the asphalt paver. Ultimately, the AFT 700-3 paver from Ammann was the “heart” and so dictated the pace of the whole paving process. Because of its size, the AFT 7003 from Ammann can pave across the entire width of the 24-foot (7.3-meter) wide carriageway in a single pass. This eliminates the need for joints in the layer. In this sort of construction project, the entire paving crew is expected to work with maximum precision and productivity to be on top of the work in the mandated timeframe. This required precise coordination of the various work flows and a thoroughly experienced, highly skilled team.
HIGH-LEVEL COMPACTION AND FAST PAVING
An ARP 95 pivot-steer tandem roller with Ammann Compaction Expert (ACE) technology and an AP240 pneumatic tired roller, both from Ammann, worked behind the paver. The latter has a higher static weight than the tandem roller, with its pneumatic ac-
tion creating a “kneading” effect that increased the compaction performance. ACE is the company’s proprietary Intelligent Compaction system, and is a key piece of the puzzle. This built-in, automatic compaction control shows the machine operator the current compaction status as he works. This enables him to avoid unnecessary repeat passes and to monitor the degree of compaction achieved in every section. Finally, this saves both valuable time and fuel and also eliminates the need for expensive reworking. Only the tandem roller was needed to compact the PMB surface layer. The roller’s vibrations enabled compaction goals to be reached. All the quality standards of the Swiss authorities were met by the seamless interplay of the individual machines and the experienced Imboden crew. This was all accomplished while adhering to a tight schedule. The asphalt work in the Visp South tunnel is finished. The Ulrich Imboden AG team and the Ammann machinery played an important part in keeping the project on schedule while also meeting the required quality goals. If all goes according to plan, the tunnels will come back into use in 2022. – FROM AMMANN GROUP
For more information, visit www.ammann.com.
www.THeAsphaltpro.com // 21
Madden Puts SB3000 to Work on U.S. 79 Mill and Inlay BY SANDY LENDER
d
David Madden explained the crews must pave back what they’ve milled up by the end of the shift in Texas and Louisiana where Madden Contracting Company LLC, headquartered in Sibley, Louisiana, performs a substantial amount of milland-inlay work. To get pavement prepped and all the tons down consistently, Madden himself has gotten creative and his crews have trialed a number of new machines over the years, including the SP-200 spray paver from Roadtec Inc., Chattanooga. With the launch of the new SB3000 from Roadtec, Madden Contracting has continued its experimental spirit with positive results. In 2019, Madden Contracting performed a 4-inch mill and inlay with a Superpave C mix, sealcoat and permeable friction course (PFC) on a section of U.S. 79 in Texas. The team was so pleased with the outcome, they submitted the project for a Texas Asphalt Paving Association (TXAPA) quality pavement award, which is now under review. This spring, the crew repeated the project on the next section of U.S. 79, using the SB3000 in front of the paver.
22 22 // July // July 2020 2020
Greg Greathouse, roadway superintendent for Madden Contracting, said he’s pleased with the steering of the new SB3000. “There are some nights where finding a place to park the equipment is based on if I can get the Shuttle Buggy in there. That’s not an issue with the new Shuttle Buggy. It’s so maneuverable.” Photo courtesy of Roadtec www.THeAsphaltpro.com www.THeAsphaltpro.com // 23 // 23
“It’s an absolute mirror image,” Greg Greathouse said. He’s the roadway superintendent for Madden Contracting/Longview Asphalt Inc. and worked on both sections. “They tie into each other. Each job is about 5 miles long.” It’s a two-lane road with 10-foot shoulders. “This road hasn’t been touched in a very long time. We did a level-up on the shoulders to make them a little bit safer, using a recycle and top soil mix.” After the milling crew took out 4 inches, the Madden Contracting scissor-tailed broom cleaned the surface for paving. It’s a machine of their own making and it saves them time, effort and labor. “I would call it a game-changer,” Greathouse said. David Madden designed and patented the scissor-tailed broom, which the crew brings to the jobsite on a lowboy, just like any other piece of equipment. Once at the site, crewmembers attach the broom to the milling machine, which tows it along. Its side brooms open into a V shape, similar to the tail of the scissor-tailed flycatcher. This lets the brooms direct material to the center of the lane for efficient pick-up onto a collecting conveyor, which carries material to the front of the milling operation. “The cleaning zone is typically 1,500 feet behind the rotomill and is just the biggest headache there is,” Madden said. “Now, we tow the broom with the rotomill so it cleans with one pass and reduces the cleaning zone to 500 feet. Now my paving train starts 500 feet sooner. I pave an extra 300 tons a day by paving sooner. There’s no more haul truck taking the material away, no more power broom or operator, no more rotobroom, no more groundman directing that operation. Once we set it up, it’s autonomous.” Once the cleaning zone was taken care of, Madden Contracting crews placed a 5/8-mm Superpave C mix in two 2-inch lifts on the mainline. The mill and inlay portion was 16,200 tons on both jobs, according to Greathouse. A subcontractor took care of sealcoating all the way across, including the shoulders Madden had leveled up. “May first is the opening of sealcoating season here,” Greathouse said, so the subcontractor finished sealcoating the project May 7. He spoke proudly of the local crew, saying they did an excellent job for them. “On the current project, there was 51,300 gallons of AC20-5TR shot for the seal.” Then Madden Contracting crews placed the PFC at 1.5 inches in June. They placed about 11,800 tons of PFC on both jobs. The asphalt mixes came out of Madden’s biggest plant, which was about a 50-minute haul from the project. The plant provided an average of about 2,200 tons per day for the project, but also supplied its regular customers. “We own all our trucks,” Greathouse said. “I’ve got 28 trucks over here in Longview.” To manage trucking for the project, he looked at the work zone setup. “It was a flagging operation, so the trucks had to go through the flag twice; once on the way in and once going back. There was another route they could take to come in the back way and cut out one of those flaggers.” The software he uses to assist in planning is E-Routes. Another strategy for increasing productivity was to devote his trucks to hot mix delivery and assign third-party trucks to the milling operation. “I had 22 trucks of mine doing hot mix and third-party dumps for the millings,” Greathouse explained. By sending Madden trucks back to the plant with only one job—get loaded with mix to return to the site—Greathouse saved upwards of 60 to 90 minutes per day in loadout time.
24 // July 2020
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The scissor-tailed broom that David Madden designed and patented “folds” nicely for transport, and then opens its side brooms into a V shape like the scissor-tailed flycatcher to get to work. Photo of broom courtesy of Madden Contracting; Photo of flycatcher courtesy of PublicDomainImages from Pixabay
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Looking down from the operator’s platform, you can see the operator has a clear view of the dumpman and the receiving hopper as well as the paver. Photos courtesy of Roadtec
Greg Greathouse described the area of U.S. 79 as pretty with rolling hills. The 10-foot shoulders needed some building up to enhance safety. A crown in the road lets stormwater that has passed through the permeable friction course run off to either side. Photo courtesy of Madden Contracting 26 // July 2020
The third-party trucks took care of millings only, developing a stockpile onsite, instead of trying to take a load of millings to the plant, dump it, clean out the bed, spray down, load out, and then return. Greathouse shared: “I was getting 1,800-2,000 tons a day before stockpiling. I started getting 2,200-2,400 tons a day once I started using a third party for the millings.” The crew also used the new Shuttle Buggy on this project, and Greathouse noticed a number of benefits for the operators as well as for paving smoothness. The team has other Shuttle Buggies, so he was able to compare capacities. “We think it holds more than the 2500,” Greathouse said. “When you dump the first load in the morning, it’s not overflowing.” He shared that his groundman dumped 95 trucks May 7 with the SB3000 on another project, but the team has put it through its paces since December 2019. During a time when the districts in which Madden Contracting performs work were experiencing high numbers of COVID-19 cases, the company showed proactive caution having fatigued workers stay home until testing showed they were healthy and symptoms of fatigue passed. A worker who, thankfully, did not have the virus, was given time to gain full health while the crew adapted with new equipment. “People that run Shuttle Buggies probably won’t believe it, but I ran a week while my dumpman was out sick,” Greathouse said. “The guy on top ran the SB3000 and dumped the trucks all by himself all week. It is absolutely possible.” Not all crews can adapt to a one-man material transfer operation, Greathouse said. For example, Madden Contracting requires one of the workers collect the tickets from each truck. For companies using e-ticketing, the new SB3000 offers some new dumping protocol to think about. Of course, having the dumpman on the ground makes an operation run more smoothly, and the engineers at Roadtec designed a safety feature into the new SB3000 for this worker. The groundman’s operating station can swing into the envelope of the machine where the groundman has a platform to stand or sit while the machine travels forward, essentially taking this worker out of traffic. The project on U.S. 79 has given Madden Contracting more than a nice project to submit for a TXAPA award. It’s given them a sense of pride in a job well done. Greathouse has received compliments from residents along the roadway and in the area who drive U.S. 79 every day. “All the people that live around there drive that first job everyday,” he said. “They say how excited they are that we’re fixing this next section.” Using new machines or putting new concepts onto existing ones is part of the “fun” side of working at Madden Contracting. Greathouse spoke with pride about David Madden’s creativity when it comes to augmenting rotomills or building the solution to a challenge the crew might be having. “We’ve got two side cutters that he added conveyors to so we can dump the millings outside the box. That really helps us when we’re doing widenings. David designed that.” From the spray paver to the SB3000, Madden Contracting likes to get into the new machines and give them a workout. “We like to play with things,” Greathouse laughed. “We have the first spray paver from 2015. We still have it to this day. On the first going, you get a lot of misses. On this one [SB3000], they didn’t miss much.” With good equipment and an entrepreneurial spirit, the team at Madden Contracting paves a safe and smooth way for its neighbors.
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28 // July 2020
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W-L Construction & Paving Wins 2019 Inaugural Golden Lute Award BY CHRIS BLEVINS AND KELLY HILL
30 // July 2020
Editor’s Note: This article originally appeared in VAA’s Virginia Asphalt Magazine’s 2020 Spring/Summer edition and has been reprinted here with VAA’s permission.
I
In December 2019, at the Mid-Atlantic Asphalt Expo & Conference (MAAE), the Virginia Asphalt Association (VAA) and the Virginia Department of Transportation (VDOT) recognized outstanding paving projects in a total of seven different categories: VAA, five categories; and VDOT, two categories. Submissions were evaluated on appearance, project complexity and ride quality to determine the winner of each group. In past years, there was no “grand champion” or “best of the best” award given, but that has changed. VAA introduced its Golden Lute Award, to be presented annually to the overall best paving project within the Commonwealth. The Golden Lute recipient was selected from the winners of the VDOT and Virginia’s Best categories. W-L Construction & Paving Inc., Chilhowie, Virginia, was crowned “the best of the best” for their quality paving efforts at Mountain Empire Airport. Mountain Empire Airport is a public-use airport located in Smyth County, Virginia. Built in 1958, Mountain Empire is owned and operated by the Smyth-Wythe Airport Commission, which includes representatives from Smyth and Wythe counties and the towns of Marion and Wytheville. Vital to the community, the airport is used for general, corporate and military aviation. It sits almost squarely on the continental divide for the Chesapeake Bay Watershed and Mississippi River. “W-L provided the upgrade that we needed, an upgrade that was mandated,” Airport Manager Curtis Pennington said. “W-L is a local contractor, and we were glad that money spent on the project remained in the area. We are very pleased with the outcome of the project and expect 20 more years of use.” The runway, which is 5,252 feet long and 75 feet wide, was in poor condition with extensive cracking and differential settlement along earlier construction joints where previous extensions and widenings had been performed. The rehabilitation project, advertised and administered by Delta Airport Consultants Inc., included profile milling the existing surface, three types of crack repairs, a new 2.5-inch sur-
face, lighting, markings and regrading edges of the runway safety area. The project conditions permitted a 25-calendar-day full-closure of the runway to complete the milling and paving operations with $3,000 per day liquidated damages. The construction specifications included P-401 asphalt mix with all grades
+/- ½ inch of plans and profile milling areas noted in the plan to accomplish a 2.5inch final surface lift of asphalt. Longitudinal cold joints were limited to three for the runway and required a 6-inch re-mill of each cold joint to provide a vertical edge for paving the next lane. Before full production of the final asphalt surface, a 300foot by 37.5-foot test section was required
www.THeAsphaltpro.com // 31
Mountain Empire Airport is located in Smyth County, Virginia. Photo courtesy of Mountain Empire Airport
LEFT: Before placement of the last mat, the entire surface was coated in PG64-22 liquid followed by a non-woven fabric to reinforce the pavement structure. RIGHT: The project used more than 13,000 tons of P-401, with 100 percent of tonnage meeting the PWL spec.
W-L performed echelon paving on the runway to minimize cold joints. 32 // July 2020
to demonstrate the contractor’s ability to achieve the project specs. The minimum densities were 96.3 percent for the mat and 93.3 percent for the joints. The percent within limits (PWL) method of estimating percentage of material within specification limits was specified for acceptance and payment of the asphalt. Before the start of work, W-L created a GPS model of the planned surface to compare with the existing surface elevations. After dividing and marking the existing surface, milling operations were performed with GPS (millimeter precision) of high areas. Areas that were significantly low were then paved in 1.5-inch lifts to reach the bottom of the 2.5-inch surface lift. One last GPS milling pass was performed on the entire runway to provide a uniform 2.5-inch final mat. Before placement of the last mat, the entire surface was coated in PG64-22 liquid followed by a non-woven fabric to reinforce the pavement structure. The final surface course was placed using two tandem pavers that also incorporated the GPS model, resulting in final grades within 0.02 feet of the planned grade, which was half of the allowed tolerance. This process also reduced the number of cold joints to one at the centerline of the runway. The project used more than 13,000 tons of P-401, with 100 percent of tonnage meeting the PWL spec. Understanding the importance of the project and the risks associated with a PWL spec, W-L selected two of its senior paving foremen and crews to perform the paving operations. Several planning meetings were held to discuss means and methods before starting the project. Additionally, mix designs were submitted from two different plants in case issues developed at the primary plant. “Planning, effective communication, and experienced milling and paving crews were key factors in the successful execution of this project,” W-L President Jerry Short said. “We approached this as a team by using everyone’s talents and experience. We also stretched ourselves by utilizing GPS in both milling and paving operations.” At the 2019 MAAE & Conference, VAA President Trenton Clark spoke about the qualities of each paving category winner. All of the projects were unique, so they had to pay attention to those attributes that separated one winner from another.
After visiting all candidate projects for the Golden Lute winner and reviewing the project information submitted, VAA determined the work performed by W-L at Mountain Empire Airport was the top project of the year. “It is an honor to be the first recipient of this prestigious award, but all the praise goes to the crews,” Short said. As the trophy will be inscribed with the many annual win-
ners in the future, Short is already looking at next year by remarking, “I’m challenging the crews to continue the high-quality work because I would like to see our name on the trophy again.” Chris Blevins is the vice president of W-L Construction & Paving Inc. Kelly Hill is W-L Construction’s human resources coordinator.
www.THeAsphaltpro.com // 33
BEST PRACTICES OF POROUS ASPHALT PAVING
BY SARAH REDOHL
W
Experts share best practices for performing porous asphalt paving, from project planning to maintaining the road well after it’s paved. When Bruce Barkevich received a call from the Lake George Association (LGA) about using porous asphalt on a local project, he was initially concerned about how a permeable pavement would perform under the roadway’s conditions. The association board members hoped to use porous asphalt on Beach Road, located on the south end of the pristine Lake George in the Adirondack Mountains of New York. However, the project presented a number of obstacles for its use. LGA, Warren County, and the Warren County Soil and Water Conservation District teamed up with Barton & Loguidice (B&L), D.P.C., Albany, New York, to research the feasibility of implementing a porous roadway along Beach Road. Some of the major constraints were that the water table beneath the road was higher than typically seen for permeable pavement projects; porous asphalt is not usually recommended if the water table is less than 48 inches beneath the bottom of the reservoir
34 // July 2020
stone layer. Additionally, sediment from a nearby stream that often flooded could clog the porous pavement. Lastly, Beach Road receives more traffic than the types of roads for which the state had used porous asphalt in the past, with a total average daily traffic count of 8,600 with 5 percent being heavy truck traffic.
The project team worked with the NYS Environmental Facilities Corporation (NYS EFC) and was awarded a Green Innovations Grant to help offset the additional costs of design and construction of what was to be a Heavy Duty version of porous asphalt with the capacity to accommodate the variable lake elevation water table depths and the heavier traffic loading. “New York, and specifically the capital district, has been doing porous pavements going back into the 1970s,” Barkevich said. In the state’s early days of porous asphalt, its application was limited to parking lots. However, Barkevich said, recent successes using porous pavements on residential and road projects have expanded its use.
Beach Road was one of those projects. “That project was so successful, it opened up the possibility of using porous asphalt on a lot of roads in the state,” Barkevich said. Not only were they able to overcome each concern, but the project also propelled the New York Department of Transportation and B&L to co-author a specification for porous asphalt. “We’re getting more creative with applications for porous pavements.”
PERMEABLE PAVEMENT IN THE EMPIRE STATE Barkevich is the Vice President of the New York Construction Materials Association, the trade association that represents asphalt, readymix concrete and aggregates in the state. Barkevich has 32 years of experience in the asphalt industry, so he’s become the association’s “asphalt guy.” During his 16 years with the association, Barkevich has worked with a variety of owners and agencies on porous pavements. A permeable pavement is a specific type of pavement that enables infiltration of stormwater runoff. This includes either pervious concrete or porous asphalt, said Barkevich in his presentation “Permeable Pavements for Stormwater Management” presented at CONEXPO-CON/AGG 2020. “Normal asphalt pavements are designed for 4 percent air voids,” Barkevich said, “whereas a permeable pavement will be somewhere in the 20 percent air void range.” The goal is to allow water to pass through the pavement into a storage reservoir beneath the pavement and then into the ground. “In conventional paving, we don’t want water to get into the pavement structure and we aim to get it off to the shoulder, into ditches and closed
“Normal asphalt pavements are designed for 4 percent air voids, whereas a permeable pavement will be somewhere in the 20 percent air void range.”—Bruce Barkevich drainage systems,” Barkevich said. “We have to change our mindset that water is bad if we want to take advantage of this unique concept.” A porous pavement and open graded friction course (OGFC) are very similar and can be close to the same air-void ratio since they both use a uniform aggregate size with minimal amounts of fines, said Thomas Baird. He is a partner at B&L and was the design supervisor and project manager on the Beach Road project. Since 2012, Baird has provided porous asphalt training to local, county, state, and environmental organizations throughout the U.S. at more than 50 conferences and events, including the last three World of Asphalt conferences and CONEXPO-CON/AGG in 2020. “OGFC is used primarily to improve skid resistance especially in wet weather conditions,” Baird said. “Porous pavement is utilized to convey and/or treat stormwater and it also has improved wet weather friction over conventional asphalt surface courses.”
POROUS ASPHALT HAS ITS BENEFITS
Permeable pavements present a number of benefits. From a safety perspective, Baird said the use of porous asphalt can lead to reduced glare and road spray during wet weather
www.THeAsphaltpro.com // 35
trates the pavement, these contaminants are left behind to be vacuumed or handled as part of the maintenance operations of the parking lot or city street, Baird and Barkevich explained. Not only does porous asphalt reduce runoff and act as an effective pollutant treatment, but it also helps to recharge groundwater supply. “Creative engineers and architects will look for ways to dump other water onto these porous pavements,” Barkevich said. “Roofs are impermeable, so this gives them another way to use that water.” For example, connecting the retention basin to supply water to lawns, gardens or trees.
Porous pavements must be installed as a system. “Only providing a top permeable layer has been attempted in the past,” Baird said, “however, it was met with failure once the water could not run off the top pavement layer with clogged edges.” The Beach Road porous pavement project propelled the New York Department of Transportation and Barton & Loguidice to co-author a specification for porous asphalt. conditions, as well as improved friction and less hydroplaning. As a result of no capillary action present on porous pavements, they are also less susceptible to frost and encounter little to no black ice, thus requiring less de-icing materials. This was a primary goal for the Beach Road project. As outlined in an article in National Geographic, salt runoff from de-icing activities was becoming a major concern for the health of Lake George. The use of porous pavement reduced the amount of salt and other contaminants originating from applications on Beach Road by approximately 50 percent, Baird told National Geographic at the time. “Pavements hold pollutants, from litter to oils and other products that drip from vehicles,” Barkevich said. With a standard dense-graded pavement, water that washes across the pavement carries these products with it and can introduce these contaminants into a storm or sewer system. When the water instead infil-
36 // July 2020
Since permeable pavements offer a reduced environmental footprint and improved water quality, they also allow owner/agencies to take advantage of credits under the U.S. Green Building Council’s Leadership in Energy & Environmental (LEED) certification program. “LEED wasn’t built around pavement and site developments, but around buildings—glass, insulation, roofing,” Barkevich said. “Porous asphalt gives engineering firms a chance to get a couple more credits they might need to get LEED certified, in addition to getting the water where it belongs.” Porous asphalt can also be an economical choice, not only for its reduced use of de-icing materials but also because they require little to no closed drainage systems. Some communities in New York, Barkevich said, use a consolidated drainage system, meaning its sewage and stormwater runs in one pipe that is treated and then ultimately is discharged into the Hudson River. “Every so often, we get that peak flow that the system can’t manage and we get overflow situations,” he said. “It’s a huge problem for a lot of urban areas in the U.S.”
Porous asphalt is a stormwater management tool that can reduce storm sewer loads and stormwater fees, or even eliminate the cost of conventional stormwater management systems, as well as minimize debris collecting in drainage swales. Baird said porous pavements can also reduce passenger car traffic noise by 1 to 3 dBA.
PROPER PROJECTS FOR POROUS PAVEMENTS
Baird and Barkevich warn that porous pavements aren’t ideal for every roadway. Baird said porous asphalt works well for parking areas, as well as low volume and low speed roads, preferably roads with limited truck traffic and a speed limit of 35 mph or less. He also cautions against the use of porous asphalt for approaches to traffic signals, tight parking lots or parallel parking. Ideally, porous asphalt parking lots would offer an 18-foot or wider driving lane, angled parking, and 8.5 to 9-foot wide parking spaces. These conditions help reduce the amount of wheel turning and maneuvering by drivers that stress the porous pavement structure. Baird added the importance of assessing possible contamination and damage from off-site silt and sediment or other pollutants sources, as well. Pre-filtering of off-site runoff and from landscaped or wooded areas may be required to help reduce the risks of clogging the pores in the asphalt. For example, in the case of Beach Road, the surrounding mountainous terrain drains to the lake. Under heavy storm conditions, erosion occurring even miles away can reach the lake along local roadways and eventually Beach Road, Baird said. “The design incorporated intercepting drainage structures and hydrodynamic separators to collect this silt and sediment-laden stormwater, clean it and send it to the lake prior to reaching the porous pavement.” Additionally, the reconstructed sidewalks and multi-use paths were sloped away from the pavement towards vegetated areas that infiltrate, as opposed to typical construction where sidewalks drain towards the roadway. It’s also important to note that not every type of soil can support a permeable pavement. Barkevich provides the example of an area along the Hudson River with “the bluest clay” he’s ever seen. “Not only won’t water infiltrate it, but the clay even swells in water,” he said. “I would never consider a porous system there.”
Barton & Loguidice has recently developed a porous asphalt system that can be utilized where clay exists and where water tables are very high, Baird said. The first projects with this B&L design are in the cities of Rensselaer and Mamaroneck, New York. Both projects are funded through the Green Innovations Grant Program through NYS EFC using funds from the U.S. Environmental Protection Agency. Barkevich looks for an infiltration rate of ½ an inch per hour, though he’s seen porous systems built for an infiltration rate of 1/10 of an inch per hour. Slow draining systems will require increased depth of the retention basin.
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“Porous pavement isn’t a catch all, but it’s another tool in the toolbox,” Barkevich said. And, like any other asphalt pavement, proper application is key.
SITE PREPPING FOR POROUS ASPHALT
Before placing the reservoir course, a non-woven geotextile fabric should be placed on the uncompacted subgrade to add stability. “It’s also imperative that the geotextile extend vertically against the adjacent subgrades to avoid adjacent materials from migrating horizontally into the voids of the stone courses and causing settling in the undermined areas and frost susceptibility into the new porous structure,” Baird said. Next comes the reservoir course layer of stone that varies from 12 to 36 inches, depending on the project specifics. The reservoir course should aim for about 40 to 45 percent air voids. Baird achieves this by combining 4 and 4A stone. “It really locks together while still getting us 40 percent air voids,” he said. On top of the reservoir course is the choker course, which is a thin layer of stone that stabilizes the larger stone reservoir course and creates a stable, flat and rut-free paving surface. According to the B&L design, the larger reservoir course stone is graded and compacted up to the elevation of the bottom of the proposed asphalt layers. Barkevich said the choker course is applied at 1 to 2 inches thick and is then vibrated into the voids of the reservoir course with a 10 to 12-ton double steel drum roller. He adds that the course is sensitive to thickness. If the choker course is applied too thick prior to rolling, “the process will break down, and rutting and uneven asphalt placement will occur.” “The choker course doesn’t affect infiltration, but will give a more stable base for equipment, such as pavers and trucks, to maneuver on,” Baird said. Improperly installed choker courses—usually by applications that are too thick—is the cause of failure in many projects for which he has performed forensic reviews. Next comes the porous asphalt. Barkevich said there’s been a recent push to apply two lifts of porous asphalt, including a binder course and a surface course. The National Center for Asphalt Technology says porous asphalt has a structural coefficient of .40, whereas a normal dense-graded HMA is .44, so a thicker lift of porous asphalt is required to handle the same traffic load. Barkevich said multiple lifts of porous asphalt can be applied to add structural stability to the top course. “It also would provide the opportunity for pavements to be milled and filled,” he said, “similarly to a standard pavement when the surface needs to be replaced years down the road.” Paving a binder course can also make up for less than ideal construction of the stone course, Baird said. “There have been cases where B&L was retained to assist in the placement of porous asphalt after the stone has already been placed. We have reduced the top course thickness and added a binder course to help mitigate choker courses that were installed according to older specifications, sometimes as thick as 6 inches. We remove 3 inches or so and add a 3 inch porous binder course to make up the difference.”
For potholes on porous pavement, Barkevich said it is okay to patch with standard asphalt if need be, “as long as you don’t eliminate too much of the infiltration square footage.”
38 // July 2020
As part of the Beach Road project, two 1,000-square-foot test strips were constructed at the Warren County Department of Public Works. If the slope of the road is more than 5 percent on the surface, Baird said typical porous asphalt design is not appropriate. “The water stored in the reservoir course will travel to the low point and pond beneath the roadway,” he said. “The implications of this range from water being pushed back up through the pavement and frost heaving to loss of infiltration, to name only a few.” Baird adds that slopes between 2 and 5 percent will require internal check dams or terraced grading of the infiltration layer below the reservoir course. “I like to grade the terraced layers at 0.5 to 1 percent ‘back’ towards the step in the terrace to account for variations in field conditions and construction accuracy, and to maximize infiltration opportunities,” he said. “Ultimately, flat bottoms are the ideal situation.”
POROUS PAVEMENT MIX DESIGN
Porous asphalt typically includes 1/2-inch stone—3/8 inch stone in New York—and very few fines. “Not having those fines is how you’ll get 20 percent air voids,” Barkevich said. New York specifies using different grades of asphalt binder such as PG64-22 S, E or V depending on the application. Liquid AC content is typically between 5.6 and 6 percent.
Porous mix designs should factor in local variations in aggregate and local temperatures. “Because we don’t have fines in porous asphalt mixes, we run into issues with power steering scuff, raveling and starbursts,” Barkevich said, “especially in turning paths.” Using polymer-modified liquid protects the surface from these types of deterioration. He said it also helps to prevent the issue of drain down, where water moving through the pavement strips the surface of its AC and drags it to the bottom of the lift. Cellulose fiber is often used to prevent drain down without choking the voids, however, New York state primarily uses polymer instead of fiber. If adding fiber, including basalt, cellulose, and blends including aramid, Baird suggests adding 0.3 to 0.6 percent by weight
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LEFT: This photo from Baird shows an extreme case of inadequate temperature control, where the asphalt separated from the aggregate made it to the stone layers below, “leaving the asphalt surface in a ‘dry state; that raveled and crumbled the first 1 inch of the top course,” he said. RIGHT: This graphic and core illustrate the layers of the heavy duty porous pavement for Beach Road, constructed in 2013. To date, Beach Road is functioning as designed, Baird said. during the dry mix stage and increasing dry mix time by a minimum of 20 seconds. Temperature, Baird said, is the most influential metric in the production and installation of porous asphalt. “Whether it is production, transporting or placement, nowhere in this process should temperatures exceed 295 degrees Fahrenheit,” he wrote in an article about the Beach Road project for the American Society of Highway Engineers. Barkevich said production temperatures can also impact drain down during the production, transportation, and installation. “The higher the temperature, the less viscous a liquid AC is,” he said. “Without fines to hold it, a less viscous AC can really affect drain down with the asphalt binder ending up more highly concentrated in the lower portion of the lift, before the first vehicle even uses the new roadway.” Barkevich suggests a production temperature of 275 degrees Fahrenheit, adding that warm mix projects are a great application for porous asphalt. Lower production temperatures are more feasible for porous pavements not only to combat the issue of drain down, but also because compaction of porous asphalt is different from traditional HMA compaction. “On a normal mix, you have to get on there and get those air voids down to 5 to 6 percent in place,” he said, “but with porous asphalt, all we want to do is seat the material.” Baird said the rolling temperature on porous projects is critical. The rolling temperature for the binder course should be between 200 and 240 degrees Fahrenheit, or up to 260 for cooler ambient temperature, and between 200 and 240 for the top course. Finish rolling should be between 140 and 150 degrees Fahrenheit for the binder course and 110 to 140 for the top course, with a cooling time to finish rolling of approximately four hours.
When paving porous asphalt, Baird recommends an ambient temperature between 50 and 70 degrees Fahrenheit with wind speeds ideally less than 3 mph.
40 // July 2020
He recommends four to six passes with a 10 to 12-ton static roller, operated slowly, “annoyingly slowly,” he reiterated.
CARING FOR A POROUS PAVEMENT
Taking care of a porous pavement begins during site planning. “If we run construction traffic before we pave our permeable pavement, we’re compacting the sub-surface and significantly impacting or even eliminating infiltration,” Barkevich said. “But, you also don’t want construction traffic on top of your porous asphalt, choking it up.” Barkevich suggests putting in an access road or leaving a high footprint from which to excavate down to the uncompacted subgrade immediately before building your porous system. He also recommends posting a large sign that says Draining Pavement, “not only to applaud yourself for doing it, but also to protect your investment” from, for example, a site supervisor who might otherwise dump a load of topsoil on that pavement or a property manager who might apply sand to de-ice the pavement. Baird added that there are a few cases where parking lots have been unintentionally sealed. “The University of New Hampshire did a bunch of research on snow and ice applications on porous pavement,” Barkevich said. The conclusion of their research was to use only salt on porous pavements—no sand, and no salt/sand combinations. “You’ll see a big decrease in your de-icing budgets for these porous applications, because they don't hold water or frost up as much as conventional pavements,” he added. In the event that the surface course does get choked up with dirt and debris, it is possible to mill off the surface course and then clean, flush and perform infiltration tests on the underlying surface before putting a new porous surface on top of it. Although, of course, it's best to prevent choking your porous pavement in the first place. Baird suggests vacuuming porous pavements two or three times per year and to deep clean promptly if an accident occurs. Sweeping is not recommended for porous pavement, as it could drive sediment into its pores. It’s also important not to seal porous pavements.
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Summer Production Products, Services F
For the summer of 2020, the asphalt industry has remained active while socially distancing on the job site. For those producers busily bringing in materials, and then designing and making mixes for placement, original equipment manufacturers and service providers have continued to shape the steel and form the iron you need. If you’re looking for tools to enhance your bottom line during a time when every penny counts, here’s a group of OEMs with products to help.
ASTEC
The Voyager™ 140 portable, compact asphalt plant from Astec Inc., Chattanooga, is built around a Double Barrel® drum featuring Astec v-fights for densifying the veil of material across the dryer. Astec’s Mike Varner explained this allows the lowest practical stack temperature, which results in optimal heat transfer and reduced fuel use. The drum and baghouse of this portable plant are on the same load, giving the mix producer an agile system that produces 140 metric tonnes per hour, or 154 short tons at 3 percent moisture. It’s designed to allow up to 50 percent reclaimed asphalt pavement (RAP) content and to accept the new, compact Versa Jet™ burner as
one of its burner options. While available before CONEXPO-CON/ AGG 2020, the Voyager 140 was rolled out during the show. For more information, contact Astec at (423) 867-4210 or visit www. astecinc.com. Web Extra: See a model of the new plant at https://youtu.be/ JY3_TpiqHTk.
CEDARAPIDS®
Designed around the high-performance JW55 jaw crusher, the Cedarapids® MJ55 modular jaw crusher from Cedarapids—a Terex brand—is designed for large quarries or contractors that want a stationary type design. The module combines the JW55 jaw crusher, sloped hopper, Cedarapids 52x20 feeder, and straight line conveyor on a galvanized steel structure. The standard structure can be transported in standard shipping containers plus a flat rack for the crusher and can be bolted together quickly on site with basic tools, according to the manufacturer. Three configurations offered
The Astec Voyager 140 portable asphalt plant offers a production capacity up to 140 tonnes/hour and RAP mixing capability of 50 percent. 44 // July 2020
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The mobile MOBIREX MR 130 Zi EVO2 from Kleemann includes an impact crusher for both recycling and natural rock processing. for the feed hopper allow for the optimum size to match up to the equipment being used to load the machine. The structure includes oversize walkways, repositionable stairs and guard rails. Three plant emergency stops are placed conveniently around the platform for easy access during operation. Optional mounting feet allow for the basic unit to be installed on compacted gravel base. The MJ55 comes with hydraulic CCS jaw adjustment controls but can be optioned up with the addition of the CCM switchgear panel. Additional options include a cross plant magnet and off plant conveyor starter kit. For more information, visit the TerexMPS website.
H&B
Haver & Boecker Niagara, H&B’s new mineral processing brand, introduced at CONEXPO-CON/AGG the PROcheck service program, which is dedicated to keeping customers’ operations running at peak performance. Each analysis comes with a thorough vibrating screen and screen media inspection report—known as a PROcheck—and focuses on recommendations for optimized screening. The program is complemented by Haver & Boecker Niagara’s pulse vibration analysis to help customers maximize productivity, proficiency and profits. “By partnering with our customers through the PROcheck service program, we are monitoring the efficiency of their screening process to identify potential problems early on,” said Karen Thompson, president of Haver & Boecker Niagara’s North American and Australian operations. “The program can significantly extend service intervals, improve vibrating screen and periphery equipment performance and, most importantly, save our customers time and money.” For more information, contact Kristen Randall at (905) 688-2644.
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KLEEMANN
The MOBIREX MR 130 Zi EVO2 impact crusher from Kleemann GmbH, a company of the Wirtgen Group, was one of four innovations from Kleemann on display during CONEXPO-CON/AGG 2020. It offers an output of up to 496 U.S. tons per hour. The mobile impact crushers of the EVO2 series are designed so they can be transported easily and made ready for operation in a short space of time. The direct diesel drive concept offers a high output while keeping consumption low. The system widths of the impact crusher plant open in the direction of material flow. The plant is also operated using the SPECTIVE control concept. As the other crusher options on display, the MR 130 Zi EVO2’s ideal support unit is the new MOBISCREEN MS 952i EVO classifying screen from Kleemann. The double-decker screen offers good transport dimensions and short setup times, according to the manufacturer. It has a screening surface of 5 foot 1 inch by 20 feet and boasts an output of up to 550 U.S. tons per hour. Either a wheel loader or upstream crushing plant loads into the generous feed hopper. Material is then transported on the extra wide feeding conveyor of 3 foot 11 inches to the screen casing. For more information, contact Matt Graves at matt.graves@ wirtgen-group.com or visit www.wirtgen-group.com/america/en-us.
LIBRA
Libra Systems Inc., Harleysville, Pennsylvania, also offers the Automatic AC Tank Switching Module, available for the PlantWise Drum Mix Control System. The enhanced module controls all fill, return and supply valves, as well as the AC pump and truck unloading. Tank levels are also monitored, including critical limits. Dynamic, color-coded graphics provide at-aglance status pertaining to valve changes, material flow, tank levels, temperatures, interlocks and any alarm conditions that require the operator’s attention. Manual control of heaters, agitators, etc. can be turned on and off through the software. The
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The Automatic AC Tank Switching Module from Libra Systems is fully integrated with the PlantWise automatic blending process. Automatic AC Tank Switching Module is fully integrated with the PlantWise automatic blending process, including material usage totals and the capability to control the entire plant without manual buttons. For more information, contact Libra at (215) 256-1700 or visit www. LibraSystems.com.
MAJOR
MAJOR, a Haver & Boecker company, Candiac, Quebec, displayed its FLEX-MAT Sensor at CONEXPO-CON/AGG 2020. The sensor, as demonstrated in the January Here’s How it Works feature, is a vibration data measurement tool that lets users review results and fine tune their screen machine without shutting down equipment. The app-controlled vibration analysis sensor enables users to measure and view vibration data. The operator connects the sensor to the MAJOR app on their phone before placing the sensor on one corner of the machine. The user will continue to move the sensor to each corner of the machine until finished. Once the measurement process is completed, the information will be delivered to the phone in the time it takes to climb down from the machine. Machine information is stored locally for ease of use and viewing in areas with cellular limitations. Once signal is available, the information uploads to MAJOR’s cloud service where it is viewable from a web browser. Historical equipment performance data is also viewable through the cloud.
48 // July 2020
The sensor measures g-force, stroke, rpm and orbit, including lateral movement. Producers can use the data to monitor and fine tune screen box performance as well as make parameter decisions with minimal guesswork. The sensor kit arrives in professional casing and includes one sensor, instructions, a USB charging cable and instructions on how to download the MAJOR app. The app is available for iOS and Android phones. For more information, contact your local MAJOR dealer.
MCCLOSKEY
McCloskey International, Peterborough, Ontario, displayed its newest products in the silver lot during CONEXPO-CON/AGG 2020, including the I44RV3HD from the re-designed impact crusher line. This plant combines a 45-inch impactor with a full screening and recirculating system. New features include an open chassis for ease-of-access, a larger double deck prescreen for fines removal, a swing-out radial return conveyor that can complete 90 degrees while the machine is running, and a direct drive crusher to boost power and lower fuel costs. Afterward, this summer, McCloskey unveiled a new product line. The company expanded its mobile solutions with a new product range of shredders, which a spokesperson for the company said include the ability to shred roofing shingles. The new McCloskey VTS95 is the first product to make its debut for the new recycling division. The VTS95 tracked primary shredder is designed to effectively shred virtually any type of material from solid waste,
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Product Gallery industrial and commercial waste, to bulk waste. It’s designed to meet the requirements for plants in which the incoming materials vary greatly in terms of size, composition and difficulty to shred. The interaction between the rotating knives on the dual shafts runs asynchronously in both directions, ensuring the input material is constantly moving to prevent bridging. The VTS95 track shredder features include: • 8-knife Samurai, heavy duty cutting table; • Multiple shredding programs; • Shredding in both directions with full torque; • CT C15 540-horsepower Stage V/Tier IV Final engine; • Anti-jam system; • Double hydrostatic drive transmission; and • Access ladder mounted at the front of the cutting table. Fergal Mallon, McCloskey recycling product line manager, said: “We have a busy year of new product development ahead of us to compile a range of equipment in order to meet our customers’ needs. This first addition follows a stringent and strenuous development cycle, which has seen the shredder tested and prove itself in diverse product applications across the globe. We have teamed up with Metso Waste in Denmark, who are experts in static shredding applications, and have a range of tried and tested cutting table solutions, and we intend on using these cutting tables in our new equipment.” For more information, contact Julie Andras at (705) 295-4925.
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The Liquid Vision digital tank monitoring and valve control system from Meeker Equipment allows plant operators to give or take filling responsibility to or from truck drivers.
MEEKER
The Liquid Vision digital tank monitoring and valve control system from Meeker Equipment, Belleville, Pennsylvania, is designed to ensure safety and reliability when filling your tanks. Liquid Vision provides four distinct advantages to plants and plant operators: 1. It provides tank farm level (AC, fuel, etc.) to plant operators in the control room and out by the tank unloading station; 2. It provides automatic tank valve control to allow plant operators to choose a tank and valves will open/close automatically; 3. It has tank level detection so that it warns operators when tank levels are getting too high with multiple alarms; and 4. It has phone app application so managers and operators can see tank levels remotely from their phones. The product can be purchased in building blocks so that you can add level monitoring at first, then valve control later. If you don’t want to have the unloading station control now, you can always add that later. For more information, call (888) 333-0323 or visit https://www. meekerequipment.com/productDetails-44.
MIDWESTERN
Midwestern Industries Inc., Massillon, Ohio, introduces its new KLEAR-SCREEN series panels. The series design features spaced wire cloth urethane strips that essentially operate as live moving wires to create more through-put to dislodge materials. The resulting “near size” particles should then not blind the screens. The non-blinding, wire cloth clean screen’s urethane strip designs are spaced across the panels and the wire flexes. Made to fit most applications and rectangular vibrating machines, each series’ panel is available in openings ranging from 1/16 inch to 1 inch and in a variety of wire sizes. For more information, contact (877) 474-9464.
PHCO
Lo-Density® drop-in tank heaters from Process Heating Company (PHCo), Seattle, Washington, are designed for 100 percent efficient heating of asphalt and emulsions in both underground tanks and distributor trucks. The drop-in heater is installed by simply dropping it through the tank’s manway and attaching it horizontally to the tank bottom. If needed, multiple heaters can be laid end-to-end using flexible, high-temperature power leads. Lo-Density, electric, drywell-style heat requires no permits or stacks.
The Drop-in tank heater kit from PHCo includes a UL-listed control panel with digital thermostats for tank content temperature control.
www.THeAsphaltpro.com // 51
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To see the Hotmix Parts/Stansteel Road Show, call on Stansteel to check availability of the team. Lo-Density drop-in heaters are also appropriate for aboveground applications, including static installations up to 50,000 gallons, as well as distributor trucks. The heaters install the same way as in underground tanks. Above-ground tanks must have a minimum of 3 inches of fiberglass (or similar) insulation and weatherproofing. Drop-in heaters from PHCo are available for tank capacities ranging from 1,000 gallons to 50,000 gallons, and are designed to maintain temperatures from 125 degrees F to 325 degrees F. The heaters’ recommended capacities include sufficient heat to maintain the temperature shown, plus a resere capacity for heat-up requirements. The drop-in tank heater kit includes a UL-listed control panel with digital thermostats for tank content temperature control. The complete kit includes heaters, controls, temperature sensors, wiring boxes and transition fittings for the tank top. For more information, call (866) 682-1582 or visit www. processheating.com.
RM® GROUP
POWERSCREEN®
STANSTEEL
Powerscreen, a Terex Corporation brand, displayed its CT75R tracked radial conveyor along with other Powerscreen crushing and conveying solutions during CONEXPO-CON/AGG 2020. The radial conveyor offers a stockpiling solution for any crushing and screening operation. The mobility and flexibility of Powerscreen tracked radial conveyors are designed to reduce or eliminates the use of a wheel loader on site while reducing fuel, labor and maintenance costs. Options on the CT75R include: overband magnet, dust suppression solutions and radio remote to start/stop the feeder and raise/ lower the discharge conveyor. The CT75R can be transported using a low loader or packed into a container for shipping. For more information, contact your local distributor.
52 // July 2020
The RM GO! SMART service package from RUBBLE MASTER offers human-machine interaction. The infrastructure RM developed for this system promotes intelligent operation of the crushing machine and enables remote processing and display of real-time trends and historical machine data. A GSM/UMTS connection is not essential, according to the manufacturer, because the data can be saved temporarily on the device. Any cellular device, like a smartphone or tablet, can be used to visualize and process the information. RM GO! SMART is an add-on to the RM GO! principle, which is known for its simplicity and intuitiveness. RM crushers and screens have been a part of the American construction and demolition machinery fleets for 20 years. With exports accounting for over 95 percent of business, RM is currently represented by 80 sales partners in around 110 countries with core markets of Central Europe and North America. For more information, visit the RUBBLE MASTER website.
Given the travel and social distancing constraints due to Novel Coronavirus, you may need to have original equipment manufacturers bring products and demonstrations to you. The purpose of the Hotmix Parts/Stansteel Road Show is to do just that. Initiated in 2019, the Road Show helps inform and educate industry professionals of the products that Hotmix Parts and Stansteel have available to make running plants easier. The region the Road Show team travels to will determine the products displayed, or you can make a special request. For instance, would you like to see the Accu-shear™ model that is used for warm mix or liquid blending in batch plant applications or the model used in continuous mix applications? The Road Show can easily carry the Precision Pin Pusher™ to show producers. It is designed to break press fit chain connections and push
pins out on 4-inch and 6-inch pitch chain, which means one tool for multiple chain sizes. The Safe-T Station™ is another device that the Road Show carries. It can be used in multiple areas of the plant to sample asphalt cement (AC) in a safe, enclosed environment to prevent burn injuries. This device will fit up to 3-inch or 4-inch thermal jacketed asphalt lines. It allows operators to sample and test AC being off loaded from the truck to verify you are receiving the grade of AC that you ordered from the terminal. The Safe-T Station also enables you to ensure sure you have the correct foaming/grade coming through the Accu-shear liquid blending device. One of the newer technologies being shown is the Tank Management Series that includes the Accu-level™ for checking the level of tanks or silos without having to leave the control house or climb equipment. The Tank Tracker™ gives you the ability to see levels and temperatures of tanks, from remote locations right over your cell phone. The Tank Manager Total Inventory Management System™ is the total inventory management system storage solution for your plant. The Tank Manager gives you the control to run your business while it runs your tanks, and you can read more about that in “Granite Manages Multiple Tanks” in the May edition. These are just a few of the items that are displayed in the Hotmix Parts/Stansteel Road Show that the team would be happy to come by and discuss with you at your asphalt plant. For more information, call (800) 826-0223 or visit www.stansteel.com.
SUPERIOR BOILER
Superior Boiler, headquartered in Hutchinson, Kansas, offers the Mohawk model. Superior representative Mike Moore of MG Sales in Indiana has found the Mohawk to be an excellent candidate for asphalt processing. Available in pressures from 15-350 psi steam and 30-160 psi hot water with sizes from 301,000 BoHP, Superior can tailor this model to meet specific requirements for every terminal application. The Mohawk’s 3-Pass dryback design offers increased efficiency as hot combustion flue gas is turned to make additional “passes” through the boiler before being vented. This allows for maximized heat transfer, resulting in energy and cost savings. Superior Boiler exceeds industry requirements for tubesheet thickness, according to the manufacturer, protecting against warping that can occur from extreme environments. Vice President Nick LeJeune stated, “Customers appreciate that their boilers are made in the USA, from 100 percent American steel. They have a lot riding on this equipment.” Superior’s boilers are also burner and control “neutral” so that burner (and fuel) of choice can be paired with the boiler, and there is no need for proprietary replacement parts. For more information, contact your local Superior Boiler dealer. – BY ASPHALTPRO STAFF
www.THeAsphaltpro.com // 53
new tech
Lakeside Streamlines Field Data Lakeside Industries Inc., headquartered in Issaquah, Washington, is a full-service asphalt paving contractor with 17 asphalt plants, experienced crews, state-of-the-art equipment and full trucking capabilities. The family owned company was founded in 1952 and serves western Washington and northwest Oregon through locally managed regional divisions. Projects include airports, highways, city streets and private developments. “Reducing time spent by multiple people to report employee hours, equipment hours, and general information captured by foremen on a day-to-day basis and improving visibility into that data were longstanding challenges,” Katie Peabody, senior business analyst, summarized. “We saw an opportunity to address these threats to our success with a product that makes it easier for the foremen to enter accurate data on the front end, so there are fewer corrections required and more insight available after the fact.”
L
CUSTOMIZE FOR PAVING AND PLANT OPERATIONS
“To meet the varied requirements of our users, we took advantage of the unique flexibility B2W Track provides to innovatively build customized field logs,” Peabody explained. Lakeside first developed a field log specific to the needs of its paving teams. Next, the company built a unique field log to capture an alternative set of data points relevant to its asphalt and aggregate plant operations. An iPad tablet interface gave foremen in the field access to the B2W Software’s B2W Track mobile application and ensured security. The field log for paving construction crews serves as a one-stop-shop. Creative use of the B2W Custom Properties feature allows Lakeside to meet requirements for multiple departments, divisions and the company on a single, consistent log.
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Lakeside Industries’ project managers select a variety of equipment makes and models to execute a variety of project types. Information submitted previously through email, paper, texts or spreadsheets is now captured in the new log. In addition to standard payroll, equipment and production information, the company also collects data for quality and safety departments as well as customer satisfaction. Lakeside customized a second field log to solve longstanding problems related to data capture and visibility specific to its asphalt and aggregate production plants. B2W Custom Properties enable this log to capture an expanded range of data that had not been collected on a daily basis, including aggregates and liquid asphalt usage, natural gas meters, plant run times and reclaimed asphalt pavement/reclaimed asphalt shingle/waste/reject numbers.
The new software platform from B2W One Platform assists in collecting and reviewing data from production, employees, equipment and materials. This data gives the management group a daily job cost report for plants and a real-time view of plant operations.
REPORT AND COLLABORATE ACROSS WORKFLOWS Lakeside supplemented B2W Track capabilities with Tableau Software to build significant new reporting capabilities. Data from B2W field logs feeds multiple dashboards and reports. Personnel, from foremen to owners, use the visual tools to manage daily performance and uncover areas for improvement more quickly and efficiently. “One important benefit is that, users see the value of their
Project managers, superintendents and office managers see what’s happening in the field as the information is submitted instead of having to wait hours or until the next day for data. efforts in data collection as early as possible after the data is entered,” according to Peabody. B2W Track also improved operational performance and collaboration by presenting information in a clear and timely manner and providing visibility across the organization, she added. “Project managers, superintendents and office managers see what the field is doing the moment the information is submitted instead of having to wait hours or sometimes until the next day. This opened the door for more communication within each division and across divisions.”
steps, from the time a bid was won to the completion of the job. Peabody says participants appreciated the chance to learn more about how they contribute to overall processes and to shape the new solution, factors that led to a successful deployment and immediate buy in. Lakeside deployed B2W Track to one division at a time and achieved 100 percent user buy in and adoption in one full season. More than 130 employees now use the technology. Foremen were receptive due to the easy graphic interface, time savings and the opportunity to contribute to process efficiency, according to Peabody. “They’re spending less time on paperwork, and information is correct the first time and doesn’t need to be sent back and forth to the office,” she explained. “Foremen are very happy to be able to go home to be with families and not have to spend an extra hour after a long day or night of work.” Divisional accountants at Lakeside have gained time to better review and analyze the data coming in because they are spending less time on redundant reentry of data. “We have also improved the use of B2W Estimate by showing the importance of clear descriptions and how they flow all the way from our estimators and project managers to our field foremen,” Peabody added. – BY BETSEY ROGERS
DEPLOY THE DATA
To improve field reporting and analysis, Lakeside first addressed variations in processes and data requirements across 14 divisional offices and 17 plants. “We began the project with the assumption that we did not know all of the processes, jobs and requirements of the users who took part in the processes we were trying to improve with B2W Track,” Peabody explained. She and a team of employees including Bill Siemering (senior IT director), Darci Renner (IT project manager) and Cami Cope (business analyst) led the project and conducted “process walks” at each site, engaging eventual B2W Track users in discussing, documenting and improving processes. They termed the effort “Won to Done” because they covered all
Seeing Benefits Lakeside Industries currently uses the B2W Track, B2W Estimate and B2W Maintain elements of the B2W One Platform, which have provided the following: • Faster, easier data collection in the field; • Accurate data on production, employees, equipment and materials; • Elimination of duplicate data entry into multiple applications; • Less exchange of paperwork between field and office; and • Immediate visibility of field log data.
www.THeAsphaltpro.com // 55
off the mat
Get Fleets Back on Track F
Fleet managers are ready to get back to work. But what does that look like in a world where trucks may have been idle for 90 days or more due to COVID-19 stay-athome orders? A trucking fleet is designed to be used, and the fleet management software systems that have been installed to ensure efficiency, compliance, maintenance and safety are built to mainly monitor a fleet that is in motion—not one that’s been grounded. As we break out of our forced economic slowdown, fleets need to move forward with a fresh outlook and new set of compliance standards. This re-deployment of a stale fleet cannot be figured out “on the fly.” Too much can go wrong on the road—that is, if the trucks even get that far. If vehicles are down for even a little longer than usual, mechanical issues can seep in. Just like having wear and tear from the road, trucks can have wear and tear from sitting in a lot. With that in mind, here are three key strategies to getting your fleet back on track.
FIRST: HOW TO BRING YOUR FLEET ONLINE After sitting dormant for an extended period, each truck will be prone to a host of mechanical problems. Before deployment, schedule a mobile or in-house mechanic to approve the vehicles, leaving enough time to properly inspect for road readiness. If you are unable to have a technician do so, plan to have vehicles scheduled for inspection by your regular shop to review the following: • Tires: Gauge the pressure of all tires before deployment. Air can leak out while trucks sit because the pressure builds at fixed points on the tire. Keep portable air compressors handy in the vehicle yard. • Batteries: Test the condition of each one and their respective charge capacities. Make sure to have readily available jump-starters on hand. • Fuel: Check fuel levels and, if possible, the condition of the fuel. After several months, it’s easy to lose track of who topped off and who didn’t. • Brakes: Make sure all brakes are fully functional before going back on the road. Even if they haven’t been used, brake pads can deteriorate over time and brake calipers can freeze up from non use. • Suspension: Closely inspect all steering components to ensure the vehicle is handling properly. Short test drives are recommended for evaluation prior to heading out on a long haul. • Fluids: Check all fluid levels, including radiator, brake, steering and washer fluids. Excessive leaks should be apparent from vehicle-sitting and may be a leading indicator of more serious troubles.
56 // July 2020
• Third-party devices: If equipped with aftermarket mechanical (PTO, cranes, lifts, etc.) or electronic devices (cameras, GPS, etc.) these need to be checked for proper operation as well. It is critical to conduct a thorough evaluation on every truck. This way, the failures can be addressed before it’s too late. Unfortunately, trucks can break down or cause a serious accident if they are not proactively maintained, and many of these mechanical issues are avoidable if detected ahead of time.
SECOND: HOW TO REMAIN COMPLIANT TODAY Once you determine your fleet is ready to go from a mechanical perspective, managers need to understand regulations—including many that have been updated on account of the Novel Coronavirus pandemic. Being well-informed of the latest rules, as well as their exemptions and exceptions, is crucial to operating safely and efficiently, as well as to avoid compliance-related violations. Lawmakers, government agencies and industry associations have issued guidance about everything from where to find food in a quarantine zone and how to remain socially distant with roadside assistance to sanitizing the cab and wearing protective gear. Here are 10 key resources for understanding the compliance landscape in our new era. 1. North American emergency declarations (exemptions and exceptions) broken down by federal and state governing bodies: https://www.cvsaemergencydeclarations. org/?country=USA&state=ALL&agency=ALL 2. Hours of service waivers and extensions as issued by the FMCSA: https://www.trucking.org/COVID19/federal-declarations#HOS 3. If licensing has been disrupted by COVID-19, drivers may secure waivers for their CDL and medical cards: https://www.trucking.org/COVID19/federal-declarations#CDL
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off the mat 4. The latest guidance on preventing occupational illness and injury from OSHA: https://www.osha.gov/SLTC/trucking_industry/ 5. CDC guidance on New York City and other hotspots: https://www.cdc.gov/media/releases/2020/s0326-nyc-truckdriver-guidance.html 6. Certain states are not required to train third parties in person due to the COVID-19 pandemic. Find out if this waiver applies to your team: https://www.fmcsa.dot.gov/emergency/waiver-knowledgetest-training-certain-third-party-cdl-test-examiners-responsecovid-19 7. Some disqualifying events may not be applied to drivers’ records during the emergency period: https://www.fmcsa.dot.gov/sites/fmcsa.dot.gov/files/2020-04/ FMCSA%20Notice%20Enf%20Disc%20on%20SDLA%20DQsConvictions%20Uploads%20-%20Apr%2017%202020.pdf 8. The bill providing workers with paid sick leave, tax credits, and free COVID-19 testing; expanding food assistance and unemployment benefits; and increasing Medicaid funding: https://www.congress.gov/bill/116th-congress/house-bill/6201 9. New out-of-service criteria for North American truckers issued by the Commercial Vehicle Safety Alliance: https://www.cvsa.org/news-entry/2020-oosc-in-effect/ 10. Emergency waivers and extensions for trucker drivers with learner permits, who are pursuing licensing: https://files.constantcontact.com/dbfea8d5301/c981bed6-226c40d3-91e7-25dc0db6d2a1.pdf Staying informed about policies is important during this time of change. Many of the waivers are temporary, though, and required renewal in June or revert to their pre-pandemic state. Make sure to keep checking back regularly with these resources as compliance codes are changing often on a federal level and varying within individual states.
THIRD: HOW TO BRING YOUR PERSONNEL ONLINE
Since the machinery is only as good as the people controlling it, we’ll also need to “reboot” the staff – drivers, mechanics, dispatchers, etc., to ensure they are up to date on the latest operating procedures. This re-onboarding takes time and should be planned. • Take time to retrain drivers on policies and procedures, providing them with a quick, but mandatory, refresher on high-level items which are critical to your business. • With COVID-19, it is strongly advised that each company implement new safe practices for touchless delivery, if possible, to protect both your employees and your customers. • Conduct a quick audit for all documents. Items that need to be in the vehicle(s) at all times may include the following:
58 // July 2020
• • • • • • •
Fuel card associated to proper vehicle(s); Accident kit; Insurance documentation; Registration paperwork; Employee handbook; Vehicle operations manual; User manuals for third-party devices installed in the vehicle (ELD etc.); • Masks and gloves; and • Disinfectant wipes and spray. • Administrative staff should also refresh themselves on company policies and procedures when it comes to requirements due to accidents, vehicle tow away procedures, missing fuel cards, maintenance requirements, etc. As a fleet manager, your personnel is your most precious cargo, and ensuring the team’s safety and education is the most valuable form of compliance you can practice. Remember that they are working under extraordinary circumstances and be mindful of those pressures. Take the time to thank everyone for their continued effort, hard work and patience during these unprecedented times. Words of encouragement and thanks go a long way toward providing a great experience for the customer and employee. Having a fleet management software provider you trust as your partner is crucial during this time. With all the mechanical inspections, compliance monitoring and staff education that needs to take place in preparation for redeployment, automation and recording technologies can be incredibly useful. For instance, a digitized maintenance process, portal and schedule to determine which vehicles had required immediate attention prior to the shutdown is more likely to be accurate and easy to reference than a paper trail, which has to be tracked down among a fleet team that’s been sitting idle. The key to executing a delicate and high-stakes re-entry is having systems and processes that are current and keep up with ever-changing compliance requirements. Only an experienced fleet management software provider, who understands these requirements as well as other critical business needs and best practices, can make jump-starting a trucking fleet as easy as possible, while maintaining efficiency and safety. To ensure your fleet is in good hands, managers must continually review their software vendors and determine if they are providing the best services and features as they relate to maintenance, compliance, safety and personnel. With all the disruption this year, are you confident that your provider can steer your fleet back on track? – BY OSWALDO (OZZIE) FLORES
Oswaldo (Ozzie) Flores, is the safety & compliance product manager for Teletrac Navman. As a former fleet supervisor, Flores has firsthand experience managing drivers and vehicles. Prior to his current position, Flores held fleet and compliance administrative management, fleet supervisory, sales and business development roles with Pepsi Cola, Time Warner Cable, British Petroleum North America, and Legacy Supply Chain Services.
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here’s how it works
Step 1
Step 3
The haul truck delivers mix to the 2-ton capacity hopper.
Four ultrasonic sensors — two at the conveyor and two at the augers — control the head of material in the auger channel. Step 2
Material glides down the hopperʼs rolled wings.
Step 5 Step 4 The material passes under the UltiMat 160 screed.
The Volvo D6 engine automatically varies engine speed based on paver application for improved performance, fuel efficiency, and reduced noise.
* If paving stops, the UltiMat 160ʼs screed lock feature holds the screed in place until new material is introduced. * The paverʼs tunnels can be hydraulically extended to assist material delivery to screed extension.
Volvo’s 5000B Series Asphalt Pavers Volvo Construction Equipment, Shippensburg, Pennsylvania, debuted two 8-foot pavers new to the North American market at CONEXPO-CON/AGG 2020. The P5110B tracked and P5170B wheeled asphalt pavers are designed for heavy commercial and light highway jobs. Here’s how they work. First, the haul truck delivers mix to the 2-ton capacity hopper. The material glides down the hopper’s rolled wings, which aim to prevent material build up and cut cleaning time. Once material is loaded, four ultrasonic sensors—two at the conveyor and two at the augers—control the head of material in the auger channel. The optimal height of material in the auger channel is to the center point of the auger shaft. The sonic sensors individually control their conveyor and auger section to maintain the desired height of material. The screed operator has the flexibility of changing the height of the material in the auger channel with controls on the screed panel. Additional override controls are available on the screed operator panels and handheld remote stations. From there, the material passes under the UltiMat 160 screed, which can pave at widths between 8 and 16 feet, or up to 18 feet with optional
V
60 // July 2020
bolt-on extensions. For wider paving widths, the paver’s 32-inch tunnels can be hydraulically extended to control material flow and assist material delivery to screed extension areas without bolt-on tunnel extensions. In the event that there’s a delay in material delivery, the UltiMat 160’s screed lock feature will hold the screed in place until new material is introduced to avoid marks or bumps in the mat. The paver is powered by a 173-horsepower Volvo D6 Tier 4 Final engine enabled with adaptive Volvo engine speed technology. This feature automatically varies engine speed based on paver application for optimal fuel efficiency, highest torque and reduced machine noise. For the P5000, the most optimal engine speed setting is at 1,500 RPM. For more information, contact Bill Laing at bill.laing@volvo.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.
Online update
AsphaltPro Online
Join the conversation with AsphaltPro online, on our social channels, our website and our blog. Take It to the Next Level with Toolbox Tips A recent study has found that foremen and supervisors are more likely to conduct safety meetings when they receive safety-related materials directly to their smartphones.
theasphaltpro.com/asphalt-blog We’ve continued to share resources to help construction companies cope with COVID-19, from disinfecting recommendations to expert insight on Paycheck Protection Program loans. Check out the blog for more details.
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40 years of experience in the asphalt plant industry! 62 // July 2020
Realize the VALUE of your membership dollar with NSSGA today! Advocacy is Job #1 to advance public policies that protect and expand the safe, environmentally responsible use of aggregates that build America’s infrastructure and economy.
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advertiser index 4 Rivers Equipment . . . . . . . 33
Lakeview Products . . . . . . . . 51
Ahern Industries . . . . . . . . . . 62
Libra Systems . . . . . . . . . . . 31
Almix . . . . . . . . . . . . . . . . . . 7
Meeker . . . . . . . . . . . . . . . . 47
Asphalt Drum Mixers. . . . . . . 42
Process Heating Co . . . . . . . . 53
Astec, Inc . . . . 11, 15, 19, 25, 28
Pugmill Systems . . . . . . . . . 35
B & S Light . . . . . . . . . . . . . 17
NCCP Group . . . . . . . . . . . . 59
Blue Roads Solutions . . . . . . 39 CWMF . . . . . . . . . . . . . . . . 45
Reliable Asphalt Products . . . . . . . . . Back Cover
E.D. Etnyre . . . . . . . . . . . . . 55
Roadtec . . . . . . . . . . . . . . . . 3
Fast-Measure . . . . . . . . . . . 65
Stansteel . . . . . . . . . . . . . . 49
Gencor Industries . . . . . . . . . . 4
Systems Equipment . . . . . . . 61
Green Products . . . . . . . . . . . .9
Tarmac International, Inc . . . ..37
Heatec, Inc . . . Inside Front Cover
Top Quality Paving . . . . . . . . 65
Ingevity . . . . . . . . . . . . . . . 27
Willow Designs . . . . . . . . . . .65
KPI-JCI-AMS . . Inside Back Cover
Wirtgen . . . . . . . . . . . . . . . 41
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.
www.THeAsphaltpro.com // 65
Teach Your Crew What it Takes to Pave a Bonus-Worthy Mat
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RAP IS WORTH WHAT IT REPLACES.
From Equipment to Application Any recycled product is worth what it replaces. To fully realize the value of RAP, you must process it back to its original mix design. As an Astec Industries group of companies, KPI-JCI and Astec Mobile Screens are leaders in RAP processing. We pair that with a wide selection of crushing, screening, and material handling equipment required to fractionate RAP and ensure the highest quality materials throughout the recycling process.
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