Asphalt Pro - November 2023

The Big Paving Issue

PRODUCTION – PROFESSIONALS – PRODUCTS

• Line out paving success • How to build a resilient IAP • Lab techs do it under pressure • Wisconsin APA celebrates 75 years • Cobbleskill rehabs two sections of I-88

How Lakeside Industries Handled BMX Curves NOVEMBER 2023 WWW.THEASPHALTPRO.COM

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CONTENTS DEPARTMENTS EDITOR’S LETTER

asphaltPRO November 2023

30

6 – Have They Outlawed Common Sense Yet?

SAFETY SPOTLIGHT

8 – Improve Night Zone Safety

By Sarah Redohl

MIX IT UP

10 – Pressure Age Your Asphalt How to perform pressure aging of new mix in the lab

By AsphaltPro Staff

TRAINING

12 – Successful Paving Starts with Striping

By John Ball 14 – Tips to Store, Manage Engine Oil Storing, managing engine oils properly prevents costly errors, protects vehicles, equipment

By Jeffrey Harmening

18

14

PRODUCER PROFILE

18 – Rock Road Rolls into 110th Year

By Sarah Redohl

WOMEN OF ASPHALT

24 – Meet a Woman of Asphalt: WAPA’s Deb Schwerman

By Sandy Lender

INTERNATIONAL SNAPSHOT

The Big Paving Issue

45 – International Tradeshow From Cojali S.L.

PRODUCTION – PROFESSIONALS – PRODUCTS

PRODUCT GALLERY

46 – Turn Your Eyes Southeast This Winter to Recycle, Train From AsphaltPro Staff

OFF THE MAT

55 – Analyze More Fluids for More Uptime From Volvo CE

NEW TECH

57 – Manage Environmental Health and Safety with ToolWatch EHS

By Sarah Redohl

FEATURE ARTICLES 30 – Cobleskill Rehabs Two Stretches of I-88 From Dynapac 34 – Asphalt Optimizes BMX Speed, Smoothness

By Sarah Redohl 40 – How to Build an Inverted Pavement

By Sandy Lender

• Line out paving success • How to build a resilient IAP • Lab techs do it under pressure • Wisconsin APA celebrates 75 years • Cobbleskill rehabs two sections of I-88

How Lakeside Industries Handled BMX Curves NOVEMBER 2023 WWW.THEASPHALTPRO.COM

ON THE COVER Lakeside Industries crosses the finish line with community outreach and cool paving practices! See related article on page 34.

Photo courtesy of Lakeside Industries

E D I TO R ' S L E T T E R

Have They Outlawed Common Sense Yet?

W

e don’t all see the same issues in the same light, but I’d like to think the asphalt paving industry is one that can come together with common sense and best practices to build and maintain infrastructure wisely. We have the opportunity in the United States to lobby our representatives for change— and I bet a few of them still listen.

Even if a majority of the “representatives” north of Richmond have stopped caring what the commoners outside of D.C. want or need, we have communities around us that need our services. And our commonsense ability to get the job done right, safely, in a timely fashion, without the constraint of ungainly mandates works in our favor out here in the trenches. I think there are entities referring to that as the parallel economy and the concept is intriguing.

There’s always that slim chance that one of the contractors available to bid on or perform a local job might cut corners. I’ll keep this anecdote vague to avoid besmirching a specific contractor’s hiring practices (and to avoid litigation), but during the mid 2010s, a pavement maintenance contractor in the southern portion of Florida employed a crew that “saved some time” at the end of a shift by dumping out what was alleged to be a tar-based sealcoating product into a pond rather than returning to headquarters and cleaning out tanks and equipment with proper, safe material handling protocol at the shop.

When fish in the pond died off, an investigation ensued.

It was a bad look for the industry. It left other members of the Southwest Florida pavement maintenance community to assure agencies, regulators and customers

alike that not all sealcoat products pose a danger to wildlife. Not all pavement maintenance contractors have workers who take shortcuts—no matter what product they have in their tanks. For a contractor to show disregard for the environment or community is a rare occurrence. (Notice I had to go back to the mid-2010s for the example.) Just look at last month’s editor’s note to see how it’s more common for construction industry employees to jump in to rescue and assist others.

What disheartens me about the climate wherein we do business today is the supposition from lawmakers that business owners won’t do the right thing for workers, neighbors, communities, the environment, the world, and so on. It’s frustrating to look around and see the Angry Keyboard Warrior mentality taking up residence in the humans who are standing before legislators demanding more mandates, more laws, more regulations on an industry that’s already cleaned up the environment. Has no one noticed that the trucking industry alone has, as ATA Director Chris Spear recently pointed out, “eliminated 98.5% of everything that comes out of the tailpipe” in the past couple decades?

Most pavement maintenance, pavement preservation, and paving contractors employ excellent common sense. They don’t need it mandated to them. They need to be allowed to use it for the good of the industry and of the communities they pave and maintain.

Stay Safe,

Sandy Lender

November 2023 • Vol. 17 No. 2

asphaltPRO 602 W. Morrison, Box 6a Fayette, MO 65248 (573) 823-6297 • www.theasphaltpro.com GROUP PUBLISHER Chris Harrison chris@ theasphaltpro.com PUBLISHER Sally Shoemaker sally@theasphaltpro.com (573) 823-6297 EDITOR Sandy Lender sandy@theasphaltpro.com (239) 272-8613 DIGITAL 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.

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

6 | NOVEMBER 2023

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S A F E T Y S P OT L I G H T

Improve Night Zone Safety

BY SARAH REDOHL

W

hen it comes to night paving, any additional flash of light could save a life. This is something Matt Payne, safety director at Ajax Paving Industries, Troy, Michigan, knows all too well.

“We’ve been trying to do less night work because of the increased dangers it presents,” Payne said. “Because there’s less traffic at night, drivers tend to speed, they may be less concerned about law enforcement, and there’s also an increased risk of driving while intoxicated.”

Although day paving continues to be Payne’s preference, the company is still regularly required to work at night. When it does, the company employs standard work zone lighting required by law, but also goes the extra mile by equipping its employees with hardhat lights. Now, Ajax is taking its night job site lighting one step further with the Road Commander flare from Nite Beams, Kalamazoo, Michigan.

The Road Commander is a job site light that aims to prevent accidents and save lives by alerting motorists to move over, slow down, or both. Road Commander was developed by Nite Beams Founder Mike “Tonto” Alexander, who saw opportunities to improve upon existing road flare systems. After talking to law enforcement, firefighters, tow operators, departments of transportation and road workers, Alexander developed a flare that is both durable and waterproof, with a military-grade high-impact casing that is also magnetic for easy attachment to vehicles or other metal surfaces. It can also be placed on the road, on an accompanying magnetic tripod for added height up to 12 inches, or the tripod legs can be closed and placed inside a construction cone hole for additional height.

Nite Beams also makes the Cone Commander hoop for safety cone lighting, Head Commander hardhat light, and an assortment of wrist, clip and body lights.

The company also won an ATSSA Product Innovation Award in 2016 for its LED safety vest.

8 | NOVEMBER 2023

“What we like about Road Commander is that it’s flexible; it can be applied to barrels and equipment,” Payne said. Ajax prefers to deploy the Road Commanders on its equipment, particularly toward the back of the paving crew including its rollers and density truck. “That way, the traveling public can see the Road Commanders going off right away and slow down.” This also means no one needs to keep moving the lights as the crew travels down the road.

“We were initially worried the vibration of our rollers would shake the Road Commander loose, but the magnet is so strong it can stay in place no matter what,” Payne said. “We love the durability and can tell it’s a well-made product.”

A GOOD IDEA FROM DAY 1 According to Payne, Ajax has a three-legged stool approach of safety, quality and productivity. “Safety is the most important of the three,” Payne said. “If we don’t have safety, the stool doesn’t work.”

The company has a safety suggestions program where it encourages its employees to share any ideas that could enhance their safety. Whenever the company receives a suggestion, it strives to demo a potential solution.

“That’s exactly what happened with the Road Commander,” Payne said.

To demo the product, Ajax sent three Road Commanders out to one of its night projects.

“We just charged them up prior to the job, did a quick demo of the lighting patterns at the Toolbox Talk huddle, taught them how to recharge them via the built-in solar panel, and that was that,” Payne said.

According to Payne, the lights don’t require manual recharging so long as they get enough sun to charge—for example, if the lights remain mounted on equipment used both during the day shift and at night or equipment that’s parked outside during the day. “Then, you just have to click it on and it’s ready to go,” he said. “There’s no replacing batteries and the battery life can last us a full shift.”

“What we love most about this product is that it’s straightforward to implement and simple to use,” Payne said. The product was

Although the flare can flash in multiple colors, including red, green, yellow, blue, yellow/blue, blue/green, yellow/green and red/blue, Ajax prefers green or yellow/green because the green stands out against the typically yellow construction equipment and offers good visibility.

so well received by the demo crew that the company has since purchased several more kits, with each crew using between three and five Road Commanders on any given night job.

Although the flare can flash in multiple colors, including red, green, yellow, blue, yellow/blue, blue/green, yellow/green and red/ blue, Ajax prefers green or yellow/green because the green stands out against the typically yellow construction equipment and offers good visibility. According to Nite Beams, light from the Road Commander can be seen from one mile away. “We also like that the light flips open, so it’s visible from every angle,” Payne said.

Although going the extra mile for job site lighting is nothing new for Ajax, its new Road Commanders offer one more way to light up its night job sites.

“Night paving always poses additional challenges and hazards,” Payne said. “The Road Commander gives us one more light the motoring public will see as they approach us to trigger them to slow down. Anything we can do to give added comfort, peace of mind, or improved safety to our workers will always be a worthy investment.”

BLAW KNOX UNIVERSITY 2024

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MIX IT UP

Pressure Age Your Asphalt How to perform pressure aging of new mix in the lab

BY ASPHALTPRO STAFF

W

e know there are many benefits to testing mix designs in a lab setting prior to placing pavement on a roadway.

One of the limitations is replicating the real world in the lab setting. Among the tools lab technicians use to replicate the real world is forcing “age” upon the fresh binder or new mix.

The American Association of State Highway and Transportation Officials (AASHTO), American Society of Testing Materials (ASTM) and European Standards (EN) are entities that regulate how testing is performed so everything is up to highest quality. Aging a binder in a lab falls under AASHTO R28, ASTM D6521 and EN 14769 test standards, and manufacturers of pressure aging vessels (PAVs) build their hardware and software to meet those standards. This sounds incredibly simple, but the fact of the matter is the OEMs have done the heavy lifting in creating the machines that will age the asphalt—so you don’t have to.

We don’t want to imply the manufacturers have dumbed it down, but when using a PAV, preparing a tower of pressure-aged samples for further testing is as easy as 1, 2, 3.

1

STEP ONE is to set the desired temperature and pressure using the device’s display/control panel.

2 3

STEP TWO is to insert the specimens.

STEP THREE is to press the start button and let the machine run the program.

Some manufacturers’ equipment will allow you to reverse steps one and two. The point is you set your parameters, put the specimens in, press “go” and let the machine do the rest of the work. The software within takes measurements and calculates information, providing that information to you via printouts, thumb drives, the ubiquitous cloud and so on.

When the equipment has completed the aging process, the specimens are ready for testing in other devices. Depending on the test to be run, you may need them “still hot” or cooled. Depending on the test to be run, you may need them degassed, and that’s another back-to-basics article for another day.

Different PAV devices from different manufacturers offer similar operating pressure and temperature ranges, for obvious standardized testing reasons. For example: The Applied Test Systems’ Pressure Aging Vessel (PAV4) has an operating pressure range of 2.10 ± 0.05 MPa (304 psi) and operating temperature range of Standard: 90°C, 100°C, and 110°C; Programmable from 50°C to 150°C. The system includes 10 AASHTO T 179 specimen pans and a solid, precision anodized aluminum specimen holder. Data acquisition features include time, temperature and pressure, and a USB port on the front of the unit makes data downloads (and software upgrades) convenient.

10 | NOVEMBER 2023

The pressure aging vessel from Applied Test Systems is the PAV4.

James Cox & Son’s New Generation Pressure Aging Vessel (CSPAV1) has an operating pressure range of 2.1 ±0.1mPa and temperature range of 80° to 115°C, with resolution of 0.1°C. The system includes a set of ten specimen pans, a precision anodized aluminum sample holder with lifting handle, and a specimen handling tool. Additional pans can be ordered as necessary. Compressed air with a pressure of at least 350psi (2.4MPa) and a regulator must be user-provided.

The PV2600 from IPC Global has pressure monitored by transducer and controlled to 2.1 ± 0.1 MPa and selectable test temperatures from 80°C to 120°C, PID controlled to ±0.5°C. The system includes user friendly software that allows the operator to view in real time vessel temperature and pressure (set points and actual values) on a 6-inch, color, reclining, touch screen display.

This isn’t an exhaustive list. Check out the December product gallery coming up next month for some of the lab equipment and testing devices available to you in the marketplace.

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TRAINING

Successful Paving Starts with Striping

BY JOHN BALL

Y

ou probably thought the striping crew came in at the end of the paving job but today, we’re looking at how important it is to start with a can of paint.

It sounds simple at first but it’s a back-to-basics fact; You must line out the job, so you know how you’re going to pave it. You want to paint stripes directly on the ground. Paint numbers, arrows, and tonnages in big, bold, reflective paint so your paver operator, haul truck drivers, and other essential laborers know where they are at all times and can figure out how much material is being used or is yet to come. By lining out the job—including marking measurements and tonnages on the pavement—you set yourself up for success in more ways than one.

HOW WILL WE GET OUT OF HERE? Lines on the ground are for communication. They tell everyone: • direction for trucks; • direction for the paver; • amount of yield and tonnage; • width of the lane; • depth of the lane; and • length of the lane.

If you don’t put lines down, the crew could potentially pave themselves into a corner. They could have a roller operator forced to cross a lane of fresh tack to get onto the mat for breakdown rolling. They could have a loaded haul truck crossing a new mat, crumbling the joint to pieces and leaving valleys for the laborers to fill. These quality control mistakes can be avoided by planning ahead and taking the time to line out the job.

Typically, the foreman or screed operator will take care of lining out the job because he’s the one ultimately responsible for laying the mat.

He’s got to know “how” to pave the surface. He wants to figure out and let every other crewmember know how the trucks are going to come into the project and how they’re going to back up. Lining out the job is all about direction so you must do it before you start paving, before trucks are on their way.

HOW MANY TONS ARE LEFT? Let’s say it’s almost 3 p.m. and the plant operator calls to ask if he can shut down on time for the day. If you look up and see two trucks waiting to charge the paver, maybe you think you’re good. That’s flying by the seat of your pants.

If you have lines down and tonnages written in the lanes, you can tell the plant operator exactly what you still need. Without lines, you have to stop and figure out how much you’ve been using per pull (your yield, which you can use the AsphaltPro calculator at this link to figure) and guess how much more you expect to use in the space remaining. Maybe you err on the side of caution and tell him to keep a couple more trucks on hold—and that adds up to overtime and higher costs. Maybe you think you’ve got this made in the shade and you tell him to shut down for the day—and that could be a costly mistake if you get to the last pull and find yourself in need of another 18 tons.

12 | NOVEMBER 2023

In this photo of a parking lot project for T&K Asphalt Services Inc., Whitman, Massachusetts, Foreman Joe Mohan has lined out exactly how the crew will execute paving.

In this photo, the T&K crew has successfully followed Mohan’s directions to achieve a smooth, gorgeous mat. You can get results like this if you plan ahead and line out how the tack truck, paver and rollers will travel.

The lines not only tell you how wide you’re going to pave and where to set the paver, they help you keep track of “where” you are in your tons used—especially if you mark the number of tons each pass requires.

IT’S ALL IN THE PLANNING

I consider lining out the job to be one of the top three things your crew will do when you get to the job site.

1. Hold the job meeting.

2. Decide and discuss who’s running the equipment.

3. Line out the job.

When you have the job properly lined out with lanes, direction and tonnages marked, you give everyone on the crew a better opportunity to follow the layout for the day. You give everyone a visual map to guide them through a successful paving project.

John Ball is the proprietor of Top Quality Paving & Training, Manchester, New Hampshire. For more information, contact him at (603) 493-1458.

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TRAINING

Tips to Store, Manage Engine Oil Storing, managing engine oils properly prevents costly errors, protects vehicles, equipment

BY JEFFREY HARMENING

M

odern engine design and the need to reduce CO2 emissions have led to the development of additional engine oil categories and a growing number of engine oil viscosity grades for diesel engines. In 2016, the launch of two new diesel engine oil categories (API CK-4 and API FA-4) required shops to properly accommodate numerous oils. From this, specific planning and training have been necessary to avoid mixing oils and pouring incorrect oil into engines.

Training technicians and service people in specific applications is essential to avoid misapplications and potentially result in expensive engine damage or voiding of manufacturer warranties. API has several proper storage and handling tips to prevent misapplication.

When it comes to the storage and handling of engine oils in a shop, there are some important things to keep in mind to ensure safety and maintain the quality of the oils. The designated storage area for engine oils should be cool, dry, well-ventilated and away from electrical equipment. Also, avoid storing engine oils near chemicals or substances that may cause contamination.

• When receiving new shipments of engine oils in drums, bottles or pails, ensure that all containers are tightly sealed and undamaged before storing them. Damaged containers may lead to oil leakage or contamination.

• Storing oils in a stock room or shop requires some planning: • Maintain a well-organized storage system to prevent confusion and ensure proper inventory management.

• Arrange the containers in a way that allows for easy access and clear labeling.

• Consider using shelves, racks or storage bins to organize the oils.

• Avoid cross-contamination by assigning specific storage areas for different grades or types of engine oils to keep them separate.

While engine oils have a fairly long shelf life, it’s important to rotate your stock to en14 | NOVEMBER 2023

DEF HAS A SHELF LIFE OF ABOUT 18 MONTHS IF STORED IN ROOM TEMPERATURE CONDITIONS.

sure that older oils are used before newer ones. Follow the First-in-First-Out (FIFO) principle by using the oldest stock first to avoid potential degradation of oils due to extended storage periods. In addition, proper storage applies to diesel exhaust fluid (DEF), which has a shelf life of about 18 months if stored in room temperature conditions. Following FIFO is highly recommended for this fluid, as well.

HANDLING ENGINE OILS IN THE SHOP

The following tips can help streamline operations and help minimize issues relating to productivity, mixing of different products and misapplication.

• For all oil offerings, dedicate and clearly mark tanks/storage, dispensers, tools, etc., to avoid comingling of different products and misapplication. At a minimum, identify the product name, viscosity grade and performance level. In this manner, you will also meet weights and measures regulations that have been adopted in over half of the states in the United States.

• Reassess your shop’s need for all the oils you stock and eliminate older category oils such as API CJ-4. Thanks to the backward compatibility of current CK-4 oils, older spec oils are unnecessary. Also, evaluate specific viscosity grades and adjust inventory to ensure you stock the proper supply of the most commonly recommended oils for your customer base.

• If you plan to change oil product offerings, set a specific date, and communicate this information to staff so everyone understands what is changing and when.

• When replacing one type of oil in bulk tanks with another, clean all tanks being transferred to a new oil.

Photo courtesy of American Petroleum Institute

• All dispensing equipment should be properly labeled to prevent misapplication.

Technicians should know the current diesel oil categories and requirements for each.

The API Motor Oil Guide provides current information.

API has developed the best practices referenced below, which may help your business, and these are available free of charge at www. api.org/eolcs.

• API 1525—Bulk Oil Testing, Handling, and Storage Guidelines provides recommended equipment and procedures for properly handling incoming and outgoing shipments of lubricants to prevent contamination and spillage and protect product quality. The guidelines cover finished lubricants in bulk, drum or pail.

• API 1525A—Bulk Engine Oil Chain of Custody and Quality Documentation provides procedures for managing the bulk engine oil chain of custody to ensure oil quality from the point of manufacture to installation in a consumer’s engine.

Jeffrey Harmening, EOLCS/DEF, is a senior project manager at the American Petroleum Institute. For more information, contact the API Engine Oil Licensing and Certification System at eolcs@api.org.

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PRODUCER PROFILE

On the USH 12 job, Rock Road employed its Weiler material transfer vehicle, Cat AP1000 paver and three Cat rollers.

Rock Road Rolls into 110th Year Rock Road Companies celebrates 110 years of industry leadership in Wisconsin as its president, Jacob Mrugacz, takes the helm as president of the Wisconsin Asphalt Pavement Association following WAPA’s own 75th anniversary.

BY SARAH REDOHL

T

he Wisconsin roots of Rock Road Companies Inc., Janesville, run deep—110 years deep, to be exact. The family business was founded by William J. Kennedy and Matthew Kennedy as a railroad grading company in 1913 before expanding into excavation in 1920 and construction in 1926 with the purchase of additional equipment.

After Robert J. Kennedy Sr. returned from World War II and completed college at the University of Wisconsin Whitewater, he joined the business with his father, William. The duo decided it was time to expand the business. These ambitions were well-timed; following the 1956 passage of legislation funding the construction of the U.S. Interstate Highway System, the company expanded its operations into Illinois, Indiana, Minnesota, Iowa, Kentucky and Tennessee.

In the 1960s, the company broke into the asphalt business with the formation of its subsidiary, Bituminous Materials Inc. In the ensuing decades, the company purchased several asphalt operations and the Rock Road name was born.

18 | NOVEMBER 2023

ROCK ROAD NOW

Today, Rock Road employs approximately 200 people during the construction season and offers asphalt paving, asphalt and aggregate sales, site excavation and grading, utility construction and general contracting throughout Wisconsin and northern Illinois.

Rock Road has nine asphalt plants and multiple pits and quarries, including its Monroe, Beloit, Airport Pit and Rockford facilities; two portable plants, Ultra and Bituma; and its Sun Prairie, Menomonee Falls and Jones Road plants acquired through the 2018 purchase of Wolf Paving.

“Despite the many aspects of our business, we’re known primarily as an asphalt paving and production company,” said Vice President of Marketing Kelsey Kennedy, adding that the company’s bread and butter is heavy highway paving. “We’ve worked really hard to be seen as an expert in that area, hiring very skilled operators and project managers who are equipped to handle the diverse range of paving projects we take on.”

Kennedy said Rock Road is always looking for opportunities to expand its asphalt paving operations.

“That’s why we acquired Wolf Paving a few years back,” she said, adding that the acquisition has enabled Rock Road to expand into the eastern region of the state.

“Having Wolf Paving as a sister company has allowed us to better serve the residential market. It’s also been beneficial to be able to utilize one another’s resources.

Rock Road also had the opportunity to purchase the paving assets of William Charles earlier this year, which is another acquisition we are proud to have completed.”

Some of the projects that most stand out in the company’s history include the reconstruction of Wisconsin’s Highway 140 and widening of Interstate 90 in 2008 and various projects for the Illinois State Toll Highway Authority. In fact, the company was recognized by the Authority as Contractor of the Year in 2003 and again in 2008.

Recent projects that stand out include the mill and overlay of 5.5 miles of Interstate 43 from Clinton to Darien and the reconstruction of 4.5 miles U.S. Highway 12 south of Fort Atkinson.

What made the I-43 project stand out was that it was one of the first Wisconsin DOT projects in the state’s southwestern region to receive a surface course of stone matrix asphalt (SMA). Rock Road won the bid to mill and overlay the four-lane divided highway connecting Illinois to Milwaukee with two lifts of asphalt sourced from its Beloit plant: 2 ¼ inches of 3HT PG58-28S and 1 ¾ inches of 4SMA PG58-28H. “The results [of that project] were proved in the ride incentives and volumetric results,” said Rock Road Vice President Josh Biddick. “This project received many compliments from project staff and WisDOT.” One of Rock Road’s recent investments in improving operations was transitioning from a physical control panel to automated plant control systems from MINDS in order to access cloud-based ticketing, attract younger talent to the industry and “see in detail what’s going on at the plant,” said Rock Road Vice President Josh Biddick.

Rock Road’s project on USH 12 was also a success for the company.

“The existing roadway [on the project section USH 12] had reached its service life and was not up to safety standards,” Biddick said. “A full reconstruct provided the best, most viable option for the future roadway.”

Rock Road was proud to be involved in every step of the reconstruction, including excavation, base placement, pipe, finishing and paving—all while maintaining access to surrounding communities.

“Although the roadway was closed to through traffic, there were many locals living on the stretch of USH 12,” Biddick said. This presented challenges throughout the duration of the project, requiring significant coordination between Rock Road, locals and emergency services. “Rock Road provided weekly (sometimes daily) updates to the school district, emergency services and locals. This alleviated many complaints and made the project flow smoothly.”

The USH 12 project used 29,000 tons of hot mix asphalt and 162,000 tons of aggregate, with 35% of the base aggregate consisting of crushed asphalt and concrete—eliminating 2,500 truckloads of both fresh mate-

Earlier this year, Rock Roads invested in a Gencor Portable Ultra 400 Plant.

After breaking into the asphalt business in the 1960s, the company purchased several asphalt operations in the ensuing decades and the Rock Road name was born.

rial and material disposal. The final pavement design included 16 inches of crushed and stabilized subgrade, 8 inches of 1 ¼-inch crushed aggregate base course, 3 inches of 3MT PG58-28S HMA and 2 ½ inches of 4MT PG58-28S HMA sourced from Rock Road’s Nabor Pit. “The overall finished product looks and rides above specification,” Biddick said. “Many compliments were received on the pavement and overall look of the project.”

In 1995, Rock Road became the first company in the U.S. to warranty its roadwork.

“The projects of which we’re most proud are those that really show our strengths in heavy highway asphalt paving,” Kennedy said. “Over the years, we’ve become known for our infrastructure expertise. It’s incredibly moving to be trusted to build the infrastructure that connects community to community, state to state.”

BUILDING COMMUNITIES

In fact, it was that sense of community that brought Kennedy back to Wisconsin from Chicago after college. “I think what called me back is WWW.THEASPHALTPRO.COM | 19

PRODUCER PROFILE the sense of community we have here,” she said. “I always had that feeling within my family, but whether or not a person is a Kennedy, we’re a family at Rock Road.”

Kennedy has now worked at Rock Road for 10 years, and is among the company’s fifth generation of Kennedys. “It’s exciting to be a part of helping the communities we serve grow from the ground up,” she said.

“There aren’t a lot of women in the construction industry, but this is beginning to change,” Kennedy said.

Wendy Bloedow is one of the company's newest paving foremen and one of the first woman paving foremen in the State of Wisconsin. “She has done an exceptional job encouraging women new to our industry. Whether a woman works in the office or on the crew, it’s important to know that these are great jobs and that they can make a good living in this industry.”

USH 12 provides a key transportation portal from Illinois to Minnesota. The AADT at time of design was 6,800.

On the I-43 project, Rock Road worked with project staff on start/ end times to eliminate staged cold joints.

In 2013, in honor of Rock Road’s 100-year anniversary, the Kennedy family established the Kennedy Family Foundation. The foundation supports nonprofit charitable organizations in Rock County and its surrounding areas, ranging from religious, scientific and educational programs that “contribute to the betterment of our society and local community.” Each year, the foundation supports more than 100 different programs, including the Boys & Girls Club of Janesville, Rock County Youth Sports Programs, Janesville Performing Arts Center, Walworth County 4-H and Rock County First Responder Community Initiatives, among many others.

“I think it’s only natural that when you’re in the business of building infrastructure that connects communities that a sense of community would be one of our core values,” Kennedy said. “We don’t just want to build our community, we don’t just want to be a part of our community.

We want to serve it.”

One project that was a particularly good fit for the Foundation and Rock Road was developing a transportation system and fundraising to help children without means to get themselves to the Boys & Girls Club in Janesville. “We continue to support them year after year as one of their Be Great sponsors,” Kennedy said.

LEADING THE INDUSTRY

Not only has Rock Road been a longstanding member of its community, but the company has also been an enduring supporter of the asphalt industry in Wisconsin and nationwide.

Throughout the past few decades, Rock Road has racked up numerous state awards, including the 2001 Secretary’s Award from the WisDOT, WisDOT’s 2003 Outstanding Airport Construction Award, WisDOT’s 2004 Outstanding Construction Project Award, and the Wisconsin Department of Natural Resources’ Hot Mix Leadership Award in 2004 and 2017.

In the 1960s, the company broke into the asphalt business with the formation of its subsidiary, Bituminous Materials Inc. 20 | NOVEMBER 2023

Rock Road has also supported the national asphalt industry. In 1988, Robert J. Kennedy Sr. received the Distinguished Service Award from the National Asphalt Pavement Association. In 2005, Rock Road received the NAPA Community Involvement Award.

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PRODUCER PROFILE

In 2002, Rock Road worked with the Wisconsin DOT on a Kid’s Quarry learning outreach program.

Rock Road has also played a critical role in the Wisconsin Asphalt Pavement Association. When the Association was incorporated as the Wisconsin Bituminous Paving Association in December 1948 with the mission of promoting HMA pavement in the state and liaising between the private sector and government, L.M. Hayes, of the original Rock Road that was later purchased by the Kennedys, was among its founding members.

After the initiation of the Interstate Highway System under President Eisenhower in 1956, WBPA was reorganized to position the Wisconsin asphalt industry to take an active role in new highway construction in the state, with Mike Hayes as president from 1956 until 1963.

Even after WBPA changed its name to the Wisconsin Asphalt Pavement Association in 1965, Road Road continued to be a big part of the association. Robert Kennedy Sr. served as president from 1990 to 1991.

Steve Kennedy served as president from 1995 to 1997, 2004 to 2005 and in 2015. In 2024, Rock Road’s president, Jacob Mrugacz, will serve as WAPA president—an honor of which Rock Road is very proud.

“Rock Road feels lucky to be involved in WAPA and share innovative technologies with our competitors for the good of the quality of the HMA product,” said Rock Road Vice President Steve Kennedy.

In 2023, WAPA celebrates 75 years of serving the asphalt industry of Wisconsin. WAPA’s Annual Conference and Business Meeting will be held Nov. 28 and 29 at the Kalahari Resort in Wisconsin Dells.

LEARN MORE Rock Road has nine asphalt plants and multiple pits and quarries, including its Monroe, Beloit, Airport Pit and Rockford facilities; two portable plants, Ultra and Bituma; and its Sun Prairie, Menomonee Falls and Jones Road plants acquired through the 2018 purchase of Wolf Paving.

Robert J. Kennedy Sr.’s ambitions to grow the business were welltimed; following the 1956 passage of legislation funding the construction of the U.S. Interstate Highway System, the company expanded its operations into Illinois, Indiana, Minnesota, Iowa, Kentucky and Tennessee.

22 | NOVEMBER 2023

Start with Safety In 2010, Rock Road and its director of risk management, Ryan Spies, received the National Safety Council’s Rising Star of Safety Award. “Safety has always been and will always be our top priority,” Kennedy said. “Some recent safety initiatives include the implementation of a two-day safety training session before each season begins and mandatory toolbox talks at the start of every shift to discuss challenges that might arise during the shift and how to safely overcome them.

One of Spies’ top initiatives recently has been a comprehensive program to mitigate injuries from working in the heat, in response to the extreme heat of recent summers and OSHA’s Outdoor and Indoor Heat National Emphasis Program. “Heat continues to be a hazard with our paving division working outdoors in the summer,” Spies said. The program involves continuous training, starting at Rock Road’s spring safety meeting, on the causes, symptoms, treatment and prevention methods for heat related illness. “During the season we identify forecasted episodes of extreme heat and respond through adjusted scheduling and using all resources available to support the employees working in the heat.” Since implementation of this approach, Rock Road has had no serious heat related illness events.

WO M E N O F A S P H A LT

Meet a Woman of Asphalt: WAPA’s Deb Schwerman

BY SANDY LENDER

D

eborah “Deb” Schwerman’s first construction industry job started in the summer of 1993 when she was in college. She worked as an intern for the West Virginia Department of Highways as an asphalt inspector in 1994 until graduation. She achieved an A.S. Civil Engineering Technology degree and a B.S. of Civil Engineering Technology degree with an environmental emphasis from the West Virginia Institute of Technology.

Since then, she’s served in the industry in private, public or non-profit capacities.

Today, she’s the executive director of the Wisconsin Asphalt Pavement Association (WAPA), which celebrates its 75th anniversary this year. Schwerman took some time out of planning for the WAPA annual conference, coming up Nov. 28-29, where anniversary celebrations will be at their peak, to talk to us about her career and to encourage other women in asphalt.

AsphaltPro: Could you share with the readers your career trajectory since joining that first team and what challenges you’ve overcome along the way?

Deb Schwerman: It was over those long days of summer that I fell in love with this industry. I knew that I was hooked and wanted to make it a lifelong career. My first permanent position took me from West Virginia to Pennsylvania to work for Valley Quarries Inc., a division of New Enterprise Stone & Lime in their HMA quality control unit and then as their environmental & safety coordinator. I stayed there until life brought me to Wisconsin in 2000, which is now home. My first phone call once in Wisconsin was to the asphalt pavement association (WAPA) to discuss career opportunities, but they were not hiring. I went on to work for the department of transportation as a regional HMA specialist.

24 | NOVEMBER 2023

Deb Schwerman is the executive director of the Wisconsin Asphalt Pavement Association.

I returned to the private sector working for Black Diamond Group as a QC manager, technician and mix designer. Looking to continue my professional growth I returned to WisDOT working in the region and then taking an advanced role at WisDOT’s Bureau of Technical Services as the HMA lab coordinator.

I joke around about it, but after 14 years in Wisconsin I finally got that desired WAPA job as their director of engineering in 2014.

AsphaltPro: When did you realize that you wanted to apply to be the executive director of the state association and what landmarks along your career have proved to be a help to you in this role?

Deb Schwerman: Earlier this year our executive director left the association, and the opportunity was there for me to ask the board to put their faith in me once again, this time to lead the association and become their executive director. Having been

an integral part of the association for nine years prior, along with years in both the public and private sector working closely with local, state and national organizations helped shape the role I have today.

As for all that hard work to advance in this industry, there were many challenges including long hours, continued learning requirements, time on the road, software and technology changes to name a few. I have been blessed to have many great mentors throughout my career. If I were to offer any advice it is simple; Work very hard and your career will take care of itself. I have also known that if someone is willing to take a chance on me, that I wouldn’t let them down and we would both be better for it.

to share their knowledge. There’s no such thing as a dumb question, errors are learning opportunities and hard work is rewarded. I never felt like an outsider, I have always been made to feel like a member of the team, one of the gang. Whether out on the project job site or back at the office, lab, shop, or plant, you’re always a valued part of the team. The hours are long, times can be stressful, and the work is hard. But at the end of the day, we’re all in it together. We can see tangible accomplishments and be proud of our work efforts. This industry has blessed me in many ways, and rewarded me for the hard work put in. I am forever grateful, appreciative and fortunate to be able to represent the industry in this new role.

AsphaltPro: Could you share with the readers what your first job in the industry entailed and how those experiences helped you decide what you wanted to focus on for a career?

AsphaltPro: Could you share with the readers what your job as an executive director for a state association requires of you?

What are some of your daily responsibilities?

Deb Schwerman: I was drawn to the people that this industry brings into their organizations. There are people that want

local, state and national level. We provide training and are an educational resource for the public, owners, members and customers alike. We have a seat at the table to discuss innovation, specifications, materials and construction best practices. We constantly work to raise the bar to improve our products and processes, strengthen our workforce skill sets, and be more efficient, offering the most cost-effective product for our owners, users and taxpayers.

AsphaltPro: What do you think is the most important skill you’ve brought to your position as an executive director in the asphalt industry and how would you encourage other women entering the industry to hone a similar skill to be any kind of leader or director they want to become?

Deb Schwerman: I would encourage women to be good listeners first. Understand situations from multiple viewpoints.

Clearly understanding problems is half the solution. Then be willing to use your voice to solve problems. Be confident in yourself and your experiences when going against the

Deb Schwerman: This job affords me the opportunity to showcase all the benefits that asphalt has to offer. We represent the interests of our members and the industry at the

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WO M E N O F A S P H A LT

The Wisconsin Asphalt Pavement Association celebrates its 75th anniversary in 2023, with big plans for its annual conference and business meeting taking place Nov. 28-29.

grain, and address issues head on. Be a collaborator. Be a problem solver.

Deb Schwerman has no qualms about interacting with members of the association in the field because she’s been in the field herself. She worked as the environmental & safety coordinator for a contractor in West Virginia in the early days of her career before moving to Wisconsin. There, she served as the QC manager, technician and mix designer for a contractor, among her other roles that feed her knowledge base in the asphalt industry today.

AsphaltPro: What part of your education relates best to the career track you’re on?

(And what courses would you recommend to women who want to join a company (or association) to become a leader?)

Deb Schwerman: My formal education was just a starting point to my career. Our degrees ensure that we are trainable and that we meet the challenges and commitments to receive our degree. However, I believe beyond our degrees, we need to surround ourselves with strong leaders that encourage us to grow, continue our education, be eager to challenge ourselves and to get us out of our comfort zone.

We can learn specific skill sets. What we can’t learn are the essential traits we need to possess inside, like motivation, drive, desire to succeed, persistence, honesty or reliability.

AsphaltPro: What would you say was the most challenging “obstacle” you, as a female in the industry, had to overcome in the past 30+ years, and how DID you overcome that obstacle? How do you think other women in the industry can incorporate that skill or habit into their workdays?

Deb Schwerman presents the WAPA 2021 ELP Award to Wolf Paving.

26 | NOVEMBER 2023

Deb Schwerman: The biggest obstacle I have had to overcome has been myself. You have to be able to put yourself out there, to live with the consequences, own up to your mistakes and forgive yourself when you don’t get it right the first time. You have to be able to pick yourself up by your bootstraps and keep

moving forward. It’s the only way to get to the finish line.

You also need to take care of you; have an out, a release, a way to shut it off at the end of the day, yet be able to pick it back up and hit the ground running the next day.

Believe in yourself. Be responsive. Build a network. Be a problem solver, solution-focused and an effective communicator. Find enjoyment in your work—this is an incredible industry!

AsphaltPro: Let’s talk about teamwork.

What differences do you notice between working in a private sector role and working in an association role?

Deb Schwerman: We are always part of a team or teams. In my association role I rely on my members as my teammates, and our customers as our partners. It is critical that we focus on what’s right for the asphalt industry. The challenge is to find compromise and agreement when there are conflicting positions. The goal is always to find win-win solutions.

AsphaltPro: Let’s talk about perceptions.

What do you think is an incorrect perception that we, as an industry, can re-educate young people about to encourage more women to consider a career in the asphalt business?

AsphaltPro: Will you tell us about a person who served as a mentor for you? Is there a piece of advice from this person that you would share with other women in the industry/other operators?

Deb Schwerman: There have been so many mentors throughout my career, and

those that have helped me along the way.

My advice to young people just entering their careers is that they find good mentors and learn as much from them as possible. For those seasoned individuals later in their careers, I would advise that you become that mentor for those following behind us.

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Deb Schwerman: There is the perception that this industry is a male dominated industry. I don’t believe that to be true. Currently, there are three or four times as many females as there were when I entered this field. Females are not just in entry level positions— they are operators, foremen, superintendents, engineers, owners, and yes executive directors.

This industry has room for everyone.

It offers fare wages, opportunities, career growth and serves the public.

It is further my hope that we encourage our own children to look at what our industry has to offer.

AsphaltPro: What is the most rewarding aspect for you of being in the asphalt industry?

Deb Schwerman: The most rewarding aspect of the asphalt industry is the relationships and networks that exist between contractors, clients and engineers. There is a commitment that the top priority is to provide quality products and services. It is very rewarding when everyone works together to meet that commitment.

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WWW.THEASPHALTPRO.COM | 27

COBLESKILL REHABS TWO STRETCHES OF I-88

With a Dynapac MF2500CS mobile feeder, an operator transfers asphalt from a truck to a paver at Cobleskill Stone Products’ I-88 rehabilitation job in upstate New York.

30 | NOVEMBER 2023

E

FROM DYNAPAC

Established in 1954 with the purchase of a limestone quarry in Cobleskill, New York, Cobleskill Stone Products Inc. has grown into an aggregate producer, material supplier and construction services provider for upstate New York. When it comes to asphalt paving jobs, a large portion of the company’s business revolves around overlays for states, counties and municipalities. Recently, the firm used a Dynapac MF2500CS mobile feeder to help pave two rehabilitated stretches of I-88—one near Schenevus, and the other near Central Bridge.

MULTIPLE LIFTS, SMOOTH RESULTS

“The Central Bridge project included three lifts of blacktop to put down,” explained Michael Moore, vice president of Cobleskill Stone Products. Those were a base, binder and top course.

“The job specs only required using a material transfer vehicle (MTV) for the binder and top course, but we chose to use one for all three courses,” added Dan Mark, the project superintendent on the Central Bridge project.

Mark explained that using an MTV allowed the crew to eliminate truck transitions, lay more tons at a consistent speed, and provide “better rideability.”

Job specifications for the MTV included a 30-tonnage capacity between the MTV and the hopper.

“We looked at multiple brands before choosing the Dynapac MF2500,” Moore said. “Using a tracked machine opposed to a wheeled machine had specific appeal because we were working with crack and seat material. Once we established the carrying capacity met the job specs, we looked at the remix capabilities built into the machine and the oscillating conveyor, and it was clear the machine fit the bill for how we wanted to approach the project.”

The Dynapac MF2500CS mobile feeder has a maximum operating speed of 82 feet per minute and a feed capacity of 2,000 tons per hour, when using an optional swing conveyor, or a feed capacity of 4,000 tons per hour with a standard conveyor.

WWW.THEASPHALTPRO.COM | 31

“CONTINUOUS PAVING ALSO ELIMINATED BUMPS IN THE MAT FROM THE MACHINE STOPPING AND LETTING THE SCREED SETTLE, WHICH RESULTED IN A MORE CONSISTENT AND HIGHER QUALITY FINISHED PRODUCT.” —SAM GALASSO

“Keeping everyone safe on the job site is key,” Anderson Equipment’s Steve Kenney said.

“The Dynapac MF2500CS allows the operator to set the machine to automatically selffeed the paver, keep the proper distance from the paver, and stop if the paver stops moving for any reason.”

At the I-88 Schenevus project, Cobleskill Stone Products’ operators typically laid 17 feet of asphalt per minute, totaling upwards of 3,000 tons of material per day, which allowed them to complete echelon paving with two pavers running side-byside for a portion of the project.

“One of the days, we were able to lay almost 3,400 tons of material,” noted Sam Galasso, supervisor. “The MF2500 helped tremendously with production and eliminated the cold joint in the center of the mat. Continuous paving also eliminated bumps in the mat from the machine stopping and letting the screed settle, which resulted in a more consistent and higher quality finished product.”

“Machine uptime for the I-88 project was 100%,” Moore said. “The user-friendly interface made it easy to operate and allowed our operator to train other employees to run the machine.”

DEALER SUPPORT

From left to right, Cobleskill Stone Products Inc.’s Sam Galasso, Michael Moore and Dan Mark; Tom Kiselica, paver and feeder marketing developer at Dynapac; Mike Moore Jr., quality control manager at Cobleskill Stone Products; and Steve Kenney, sales representative at Anderson Equipment Company, work together.

32 | NOVEMBER 2023

When looking for the right machine for the I-88 project, Cobleskill Stone Products turned to Steve Kenney, a sales representative at Anderson Equipment Company, and Tom Kiselica, the paver and feeder marketing developer at Dynapac.

“The machine was fit for this job site,” Kenney said. “The controls are directly in front of the operator, who can operate the machine from either side of the cab.”

Cobleskill Stone Products also relies on Anderson Equipment Company and Dynapac for support.

“Both Tom and Steve have been excellent,” Moore said. “They checked in on the job’s progress and machine’s performance multiple times. We’ve worked with them before and know that they go above and beyond to make sure our Dynapac equipment is running.”

Over the years, Lakeside Industries has donated its labor and materials to several improvement projects at the track.

ASPHALT OPTIMIZES BMX SPEED, SMOOTHNESS

R

BY SARAH REDOHL

Ridership at Lincoln Park BMX (bicycle motocross), a USA BMXsanctioned track in Port Angeles, Washington, has increased 450% since President Sean Coleman took over in 2018. The track has been a part of the Port Angeles community since 1990, but was rebranded in 2018 to reflect the fresh start Coleman hoped to give the track.

“My son started racing in 2010 and my daughter started racing a year later,” Coleman said. Since his first day as president and track operator, Coleman strove to improve the track one element at a time.

“When I took over, the track was in pretty bad shape,” Coleman said. The starting hill was falling apart and ridership had dropped off considerably. “We started off doing bits and pieces to improve the track each year. We added lights so we could run later, we started a

34 | NOVEMBER 2023

track bike program with 60 used bikes and helmets the kids can use, and we paved the second and third corners of the track.”

Ultimately, the efforts of Coleman and the track’s volunteers paid off. “We were averaging 26 riders per race,” he said. “Now, we’re averaging 135 riders per race.” Then, in 2022, Lincoln Park BMX held its biggest event ever: the NW Gold Cup Finals, a national race of more than 1600 riders.

“We noticed during the race that the first corner wasn’t holding rider speed and some riders were even going over the top of the corner,” Coleman said. His work was not yet done. In 2023, Lincoln Park BMX received two grants for capital improvements totaling about $80,000 in the form of city and county lodging tax grants. Coleman hired a professional track builder to redesign the track and brought in

the Olympic Peninsula Division of Lakeside Industries Inc., Port Angeles, Washington, to pave the starting hill and first corner. “Finally, we’ve been able to complete the whole vision.”

A NEW CHALLENGE

Although Lakeside is no stranger to overcoming paving challenges, the Lincoln Park BMX track presented a new kind of challenge, said Division Operations Manager Bret McGuire. “We’ve done some technical work on custom driveways and such, but nothing has compared to this BMX track.”

Lakeside’s involvement at the track started off more than a decade ago when it paved one of the track’s corners but many of its employees are involved in the track outside of work. “Their kids race, they donate their time to the track, etc.,” McGuire said. “I know they hold it near and dear to their hearts.”

Over the years, Lakeside has donated its labor and materials to several improvement projects at the track. “We’ve been out there five or six times on different projects over the past few years,” McGuire said.

“The support of our 50 or so volunteers has really helped us stretch every dollar,” Coleman said. “Lakeside has been a great supporter of the track. That’s why their logo is on the starting hill.”

The starting hill is where racers begin the race, each in their own gate area. When the gates drop, the racers rush down the hill to build momentum to overcome the first jump. By making the starting hill asphalt, riders are able to increase speed from the start of the race.

“At the time, [the track] didn’t have the money, so we donated our time, material and equipment for that job,” McGuire said. “That got a lot of people involved and it just grew from there into additional projects.”

For that part of the project, Lakeside was able to use its Caterpillar AP555 paver and Cat CB24B and Beuthling B100 rollers. Another benefit of an asphalt starting hill—and asphalt corners—is that these improvements help keep the track maintained. This region of Washington receives around 35 to 40 inches of rain per year that increases the maintenance required on the track.

“Each corner requires about 8 to 10 hours of work each week to maintain,” Coleman said. “By paving the starting hill and corners, you’re doing way less maintenance. You’re not having to regrade it, pick rocks off, etc. It’s also a safer surface and adds better traction.”

GRADED FOR RACING

When the grants came in, Coleman knew he wanted to pave the track’s first corner and overlay its second corner. The third corner was still in good shape from the last time it was paved. But, before investing in these improvements, Coleman wanted to revamp the layout of the track.

“Up until this year, all the dirt work—the obstacles, the corners, everything—was done by volunteers, many of them from Lakeside,” Coleman said. “This year, we hired a professional track builder to design and build the track for us, including building up that first corner to be taller to help hold rider speed.”

The first step was demolishing the existing track (except the paved second and third corners), piling up the dirt and screening out any rocks that had made their way into the material over the years. “Every year, we’d change up the track with a new obstacle or improvement,” Coleman said. “But we were always mixing the dirt that was already out there, which meant we were always finding rocks in the material.”

To prepare for professional track builder, Lance McGuire of Dirttrendz in Oregon, to layout and grade the track, Lincoln Park BMX brought in 250 dump truck loads of new dirt to add to the screened material already on site. “Now we don’t have to fight rocks all the time,” Coleman said.

For the starting hill area, Lakeside was able to use its Caterpillar AP555 paver.

To compact the material in the corners, Lakeside’s crew used several Husqvarna LF75 plate compactors and worked their way from the bottom to the top to avoid pushing the asphalt downhill during compaction.

The starting hill, where racers begin the race each in their own gate area, was donated by Lakeside Industries and bears the company’s logo.

WWW.THEASPHALTPRO.COM | 35

The new design has also improved the technique of the course, Coleman added. “We tried to strike a balance between making the track enjoyable for both children and expert riders,” Coleman said, adding that the track’s oldest member is 75 years old. “At first, the kids didn’t like the new track because it’s a bit more technical, but a couple other tracks in Washington have recently become more technical, so the new track will help them compete with riders from those bigger tracks. And it’s definitely given them a home track advantage for the races we hold here.”

ADD THE ASPHALT CORNERS

“The excavator seemed to work pretty well in getting the material to the top of the corners,” McGuire said. “We had to be really patient on this job and take it one bucket load at a time.”

Not only will the asphalt corners and starting pad help the features remain as they were originally built, but they also increase the speed of the track.

Once the track was graded and compacted, Lakeside’s crew came in to repave the second corner and pave the first corner.

“In some of the corners, there’s about a 10-foot height difference from top to bottom, in an arc ranging from a 30-degree angle at the bottom to nearly vertical at the top,” Coleman said. “It takes a lot to get that compacted.”

“The most challenging aspect of the project was the sheer steepness of the corners,” McGuire said. “That obviously added a new degree of difficulty getting the asphalt to the top of the corner and compacted.

We had to come up with different means and methods to give them a good product.”

The first challenge was ensuring Lakeside would be able to bring its dump trucks close to the corners. “Because it was a reconstruction, we were able to get our truck in there,” McGuire said. “It wasn’t easy, but we did it.”

Next, Lakeside brought out its John Deere 130P excavator to scoop asphalt out of the 17-ton Peterbilt truck assigned to this project and dump it onto the corner for the crew to work by hand and rake to the appropriate depth of 2 inches. “The excavator seemed to work pretty well in getting the material to the top of the corners,” McGuire said. “We had to be really patient on this job and take it one bucket load at a time.”

To compact the material, Lakeside’s crew used several Husqvarna LF75 plate compactors and worked their way from the bottom of the corner to the top to avoid pushing the asphalt downhill during compaction.

“Once the bottom is compacted, you can walk on it as you start compacting your way up the slope,” McGuire said. “When the corner starts to get steep, we tied a rope around the compactor and had a couple individuals standing at the top of the corner with one person on the slope operating the plate compactor and the others pulling the rope to help the compactor get up the slope.”

“With asphalt paving, we’re used to staying moving,” McGuire said.

“With this, you place a bit and then wait for the compactors to catch up.

It was a very time consuming and labor intensive process.”

One of McGuire’s tips for others paving BMX track features is to start on the easy stuff and work your way to the harder aspects of the job. “That way, you can get a feel for the placement process and material temperatures so you’re compacting it at the right temperature,” he said. “Ultimately, it’s not all that different from standard paving because it’s still all about timing.”

The final upgrades have enabled Lincoln Park BMX track to support bigger races and faster riders, such as the 2023 state finals that brought over 1100 riders for the weekend.

36 | NOVEMBER 2023

Thankfully, Lakeside didn’t feel a time crunch in terms of temperature. McGuire said the crew was grateful to have a dedicated haul truck on the project hauling mix from its Port Angeles plant located just five minutes from the project. “We were finishing about one truck load per

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Where the corner starts to get steep, Lakeside tied a rope around the compactor to help it get to the top of the slope.

hour,” McGuire said. “When they went to the plant for the next load, that gave us time to catch up with the compacting work.”

Although this much manual manipulation of the material might raise segregation issues, McGuire said this wasn’t much of a concern since the traffic on these features will be primarily children on bikes. That’s also why they opted to use a finer ⅜-inch mix, chosen for its higher AC content, workability and smoothness. The job required a total of 80 tons for each corner.

“The only thing that can really happen is that things can settle out and move because you’re not getting really good compaction,” McGuire said. “There could be some settling or cracking as things shift and move, but we’ve had pretty good luck on the corner we paved 10 years ago. That’s still holding up nicely.”

Lakeside finished work on the remaining corners in August 2023. “I think they’ll be good for 10 or 15 years before they’ll need to be replaced or overlayed,” McGuire said.

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NEED FOR SPEED

Not only will the asphalt corners and starting pad help the features remain as they were originally built, but they also increase the speed of the track. “With the better traction our riders can get on those corners, they can achieve higher speeds,” Coleman said.

The improved traction also allows riders to make passes more easily, he added. “Our riders love the paved corners. They’ve definitely increased the speed of the track and improved the technique of our riders. Out of all the paved corners in our state, I’d put ours at number one.”

The final upgrades have also enabled Lincoln Park BMX to hold the 2023 state finals, which brought over 1100 riders for the weekend. “That really comes down to the caliber of the track,” Coleman said. Now, he added, Lincoln Park BMX track can support those bigger races and faster riders. “This is one of the top tracks in the state, maybe even the whole West Coast. And it’s almost all done by volunteers that want to see those kids have a place to be active. Whether a rider is 2 or 70, we’re all kids at heart, especially when we’re playing sports.”

Ultimately, the crew at Lakeside feels a similar sense of pride in the part they played in the improvements of the track. “It was a challenging project, but it’s so rewarding to see the benefit of our work when the kids get out there and race around,” McGuire said. “The people who make that track possible—not just our employees, but all the volunteers—really take a lot of pride in what they’ve built.”

A 4-day training and technical conference Join us for Hotmix University in Louisville, Kentucky.

During the focused exchange sessions, participants enjoy a combination of lectures and hands-on workshops on actual equipment.

PLANT MANAGERS are interested in making their plants run better while maintaining maximum profitability. Other topics include: Industry changes and trends which require Plant Response/Modifications.

Tuning Plant Asphalt Automation to achieve 100% End Results and Project Bonus Pay. Importance of Combustion and Air Systems to Achieve Production Rates.

Benchmarking and Measuring Plant Performance.

PLANT OPERATORS will invest half of their course time with hands- on demonstrations of asphalt equipment. The other half of the course time will be invested in learning via classroom-style presentations.

Topics include: Specifies where the Hotmix Asphalt Plant fits into the entire business operation including the management of aggregates, liquid A.C., paving, and quality control.

Drying Systems: Alignments, flighting, and troubleshooting.

Slats & Silo System monitoring and wear-reduction.

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Managers Exchange January 21-24, 2024

Operators Course

February 4-7, 2024 February 18-21, 2024

HOW TO BUILD AN INVERTED PAVEMENT

W

BY SANDY LENDER

With regional exceptions, pavement systems are typically built with a crushed aggregate subbase atop the prepared and compacted soil layers, followed by base, intermediate and surface pavement layers of varying thicknesses and designs. These systems transfer traffic load to the subgrade. For the purposes of this article, I’ll refer to this typical design as “conventional” and I’ll not veer off course from that basic structure for that definition.

Another pavement system garnering interest in transportation research circles—despite its conceptualization over half a century ago— is the inverted pavement design (IPD). For the purposes of this article and audience, we’ll discuss the inverted asphalt pavement (IAP) concept. This type of system distributes loads laterally and has been shown to offer some carbon footprint “savings” for agencies selecting it, thus it’s on the radar.

The most robust definition I’ve seen for IPD comes from the presentation of Professor Wynand Steyn of the University of Pretoria’s faculty of engineering, built environment and information technology. It’s logical to see his presentation cited often because IPD has history in South Africa. In his presentation titled “Inverted Pavements,” Steyn spelled out: “An inverted pavement is when the base layer is a high quality granular layer, and the subbase a cement stabilized layer. A thin asphalt layer or seal provides the surfacing. The term “inverted” is used because the strength of the pavement does not decrease with pavement depth, because of the stiff cemented layer. This means that the pavement is not in balance. The idea behind an inverted pavement is that the cemented layer provides an anvil upon which the granular base can be well compacted. This achieves a high quality, dense base. Over time, the cemented layer weakens to an equivalent granular state. The pavement is then in balance.”

As Shane Buchanan of Vulcan Materials stated in his 2010 presentation, “Inverted Pavement Systems,” the “[v]alue of the base is best captured when it is placed near the surface where stresses are the greatest.” The Vulcan team adequately summarized Steyn’s longer definition with: “Inverted pavement moves base to the top where it performs more efficiently.” You can read a writeup of the presentation at https://www.vulcaninnovations.com/public/pdf/4-Inverted-Pavement-Systems.pdf.

More recently, a team of researchers in China prepared a report— published August 2023—titled “Preliminary optimization design of inverted asphalt pavement structure using response surface method” for Construction and Building Materials, Vol. 390, saying IAP uses an “unbound aggregate base (UAB) as a sandwich between a tougher asphalt concrete (AC) layer and a cement-treated base (CTB).”

The AC is a point to watch, depending on climate, country or region, traffic loading, etc. As with all pavement designs, the mix design and necessary lift thickness are dependent on regional needs.

The report at https://www.sciencedirect.com/science/article/pii/ S0950061823014952 gives detailed explanation on that concept. Presenters for the Transportation Research Board (TRB) webinar titled

40 | NOVEMBER 2023

“Implementation of Inverted Pavements” Sept. 18, 2023, also spoke to the material selection and quality control of the AC layer and UAB layer to ensure success of the system.

The point, in short, is to design and build the pavement so the materials in each layer don’t experience too much stress—thus don't fail in their performance(s)—as the pavement changes over its lifetime.

What contractors reading AsphaltPro Magazine will be most interested in is how to prepare and compact IAP for bonus-worthy end results. While the paving portion of the operation looks like operations-as-usual for each individual layer, compacting the aggregate layer takes some finesse. It relies on understanding the system you’re building and adhering to best practices throughout the process.

THE LAYERS OF IAP

Let’s start the discussion of how to build and compact IAP the way most presenters do—by describing the layers that make up IAP. It’s supported by a prepared and compacted soil subbase.

In the United States, IAP typically begins with 4 to 8 inches of cement-treated base atop the compacted soil. The amount of cement is typically 3 to 5% and this amount is standard across the presentations I’ve read or attended. Imad L. Al-Qadi of the University of Illinois added, during the “Implementation of Inverted Pavements” webinar mentioned above, that this layer could be up to 16 inches, and that’s dependent on region, climate, traffic conditions, and so on.

The next layer is the 4 to 6 inches of high-quality crushed aggregate. The aggregate quality and angularity play a role in the system’s success. Its moisture content, stockpile management and distance from source-to-site play a role in the carbon footprint or ESG score for the system. Steyn, among others, pointed out the use of single-crushed, durable, hard parent rock is ideal for this layer. Presenters focus on the quality of aggregate when discussing this layer, reminding agencies and contractors to consider availability of high-quality material when deciding on the use of an IAP system at all.

The surface layer is anywhere from 1 ½ to 3 ¾ inches of asphalt pavement, as gathered from multiple sources. In the United States, this could be up to 6 inches total. The asphalt surface not only provides a smooth ride for the traveling public, but also controls water infiltration, Al-Qadi acknowledged in his presentation. He also noted the South African studies had additional success when using crack seals, waterproof seals and/or patches on the asphalt layer— whatever it takes to maintain an impervious surface.

BUILD WITH A SLUSH FACTOR

When compacting the unbound aggregate layer, Vulcan’s Buchanan stated in his report that you’re typically going for a minimum of 100% modified Proctor density in a lift of 6 to 8 inches thickness.

He explained in the report that the CTB layer between the prepared subgrade and UAB sets up to be a strong, rigid foundation against which the UAB gets compacted.

“This assists the contractor in obtaining the required density in the UAB layer,” Buchanan wrote. “Generally, a minimum UAB layer density of 86 percent of solid density is specified, which equates to 100 to 105 percent of modified Proctor (AASHTO T180) density. The exact relationship will vary based on the mineralogy, surface texture, and grading of the base material being used.”

Al-Qadi confirmed this information, telling the TRB audience to achieve at least 85% of solid density. He shared his advice for meeting the goal, which is to perform the first one to two passes on the aggregate layer with a heavy, steel-wheel roller in static mode to achieve particle interlock. Then perform the next two passes in low vibratory mode. Too much vibration, he said, will destabilize the aggregate.

And that ruins the whole point.

During construction of IAP, the crew will want to compact the UAB until excess fines rise to the top and are expelled as slush. The best practice is to then broom and spread those initial fines into deficient areas.

Al-Qadi offered excellent advice for achieving compaction of this layer: • Continue to roll the UAB layer until you see no more air bubbles escape during slushing.

• Continue to roll until the expelled water is substantially cleared.

• Continue to roll until you can see the well-knit particle interlock through the surface water.

• Continue to roll until the road surface does not heave under the heavy roller drum.

• Continue to roll until you can perform visual and “ping” tests to your satisfaction.

You don’t want to leave free water atop the UAB layer. Moisture left inside this system is not your friend. The specifying agency should

tell you what the optimum moisture content (OMC) is. When you’ve completed rolling, you will broom and clean the surface.

Watch Your Ps and Qs to Get UAB Right • Double-check for proper subbase support • Get your aggregate gradation right • Use a hard aggregate • Seek and monitor the low OMC • Watch out for unslushed compaction • Don’t stop slush-compaction early • Use heavy rollers • Use low vibration mode after static rolling • Don’t break or destabilize aggregate

Paving atop the UAB is executed as normal after the surface is clean and dry. In IAP, the “thin” asphalt lift serves as a membrane to keep water out of the aggregate base below and to reduce tension. Because the asphalt layer is the cap on the system to prevent water intrusion, compaction is vital once again.

Erol Tutumluer of the University of Illinois explained during the TRB presentation that the increased deterioration in IAP compared to the conventional/control pavement in an I-25 test project in New Mexico could be blamed on moisture ingress. The aggregate base may have been too wet to begin with. This lesson proves we want to get the moisture out of the UAB but we want to do so without raising the carbon footprint of the construction process. One of the attractions of IAP for agencies is its potential for lowering environmental impact scores but that only holds true when best practices are maintained throughout the production and paving chain and when the system is employed where it makes sense. Both Al-Qadi and Tutumluer reminded the TRB audience that regions experiencing high rainfall and snowmelt might not be ideal for installing an inverted pavement while arid, warmer regions may be perfect candidates to try it out. Again, moisture and dryness are some of the elements to pay attention to, along with the quality of aggregate readily available to keep haul distances reasonable.

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Lower GHGs with IAP If you review the sections titled Benefits (Economics), Benefits (Energy Demand) and Benefits (Product Mix) in Shane Buchanan’s report “Inverted Pavement Systems” from 2010, you’ll see early evidence of the inverted asphalt pavement (IAP) appeal for state departments of transportation. Visit Vulcan Innovations online to read his entire report. https:// www.vulcaninnovations.com/public/pdf/4-InvertedPavement-Systems.pdf The team of Imad L. Al-Qadi and Erol Tutumluer also spoke of environmental benefits when using reduced (less than 4%) cement in the cementtreated base (CTB) and various asphalt pavement methods to execute the IAP. Watch a recording of their Transportation Research Board (TRB) presentation Sept. 18, 2023, at https://webinar.mytrb.org/Webinars/ Details/1703. Their presentation included far more than what could be included in this article.

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I N T E R N AT I O N A L S N A P S H OT

International Tradeshow FROM COJALI S.L.

C

ojali S.L., Campo de Criptana, Spain, will present the latest innovations in its diagnostics and telematics solutions at Solutrans 2023 this Nov. 21-25 in Lyon, France. Cojali S.L. is a Spanish multinational manufacturer of components, diagnostics and telematics solutions with predictive maintenance and remote diagnostics but more than 1,000 exhibitors and 60,000 visitors are expected to attend this biennial event, which showcases the outstanding innovations in the world of transport and industrial automation. For its 17th edition, Solutrans will focus on a greener industry, in which the reduction of fuel consumption and CO2 emissions is becoming increasingly important.

In this respect, Cojali S.L. will present the main developments in Jaltest Telematics, its solution for the management of commercial vehicle fleets, in which predictive main-

tenance and advanced remote diagnostics are key elements that represent added value for fleets that aim to be leaders in sustainability and environmental protection.

Jaltest Diagnostics, the multi-brand and multi-system diagnostics equipment of Cojali S.L., will arrive at Solutrans 2023 with the new version of its software 23.3, which will be released next November and will include new functionalities, brands, and systems for the diagnostics, repair, and maintenance of commercial vehicles, agricultural and construction machinery, material handling equipment and vessels.

In addition, at the SOLUTRANS Innovation Awards, Jaltest will present the new diagnostics concept for Workshop 4.0: Jaltest Diagnostics AR, the first Jaltest diagnostics system that integrates augmented reality, allowing the technician to diagnose and interact with a vehicle’s electronic units, consult

related technical information and receive advanced technical assistance, all without leaving the site, without interrupting the tasks, and with a completely hands-free man-machine dialogue.

“Solutrans has established itself as a key meeting point for the European and global transport industry,” said Stéphane Malbrant, director of Cojali France. “It is the ideal showcase for innovative companies that, like Cojali S.L., are committed to developing solutions that help make transport a smarter, more efficient, sustainable and profitable industry. Our solutions have been recognized as leaders in these areas and are proving every day to be one of the best investments a company can make for the best management of a fleet.”

Cojali S.L. stand will be located in Hall 02 - F056. For more information, visit https:// www.solutrans.fr/en.

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P R O D U C T GA L L E RY

Turn Your Eyes Southeast This Winter to Recycle, Train

BY ASPHALTPRO STAFF

A

ll asphalt eyes will be on Florida, near and at the end of January 2024 for training and education purposes. That holds true for asphalt producers looking to expand their recycling efforts. The Construction & Demolition Recycling Association (CDRA), headquartered in Chicago, holds its annual meeting and C&D World event Jan. 31-Feb. 1, 2024, in beautiful Bonita Springs.

Although the C&D World programming includes a tour of a waste facility this year, the agenda, as of press time, includes a technology forum, a safety panel and a recycling plant case study that may be of educational interest to producers looking to add or expand a recycle operation. The exhibitors, as of press time, include Eagle Crusher and Sennobogen LLC. The team stated on the CDRA website that they selected the Bonita Springs site, which is near Ft. Myers, to support and lift up that community as it recovers from Hurricane Ian in 2022.

But there’s more taking place that week to attract members of the asphalt industry to sunny Florida. While many producers may be sending CEOs and upper management to the National Asphalt Pavement Association (NAPA) annual meeting in Orlando for committee meetings and industry updates Jan. 28-Feb. 1, middle management and plant operators can attend the Gencor University Training Center in Orlando Jan. 29-Feb. 1 for hands-on training with the same course material the company uses to train its service technicians.

Just a few hours up I-95, Astec’s Asphalt Plant Customer Schools has its fourth week from Jan. 29-Feb. 1 at headquarters in Chattanooga. It might not be as warm and cozy as Florida, but the team tells students to: “Expect to enhance your grasp of key aspects of plant maintenance and operation through a unique combination of lectures and extensive hands-on classes. Instructors include asphalt and industrial heating engineers and service technicians with decades of experience.” The dedicated registration line is (423) 827-1899.

If you’re looking for private, in-person training, Clarence Richard Company offers its Plant Operation Workshop from Jan. 29Feb. 3 wherever you need it.

• For C&D World 2024, visit https://www.cdraconvention.com/.

• For Gencor Advanced Training School, visit https://www.gencor. com/training/ before the Dec. 15 enrollment deadline.

• For Astec’s numerous paving and production schools in Chattanooga, visit https://www.astecindustries.com/service/training.

Keep in mind, other plant equipment OEMs offer consulting, trouble-shooting, education, and courses to help your plant operators and managers, ground personnel, and other team members excel. For example, Stansteel offers Hotmix University in Louisville with two operator courses in the month of February. Visit https:// hotmixu.com/ to learn more about that. Clarence Richard Compa46 | NOVEMBER 2023

ny offers a variety of mechanical and electrical courses via Zoom throughout February. Visit https://ezfloweighing.com/training/ to learn more about that.

This isn’t an exhaustive list. And courses and phone calls with OEMs and consultants are available throughout the off-season.

When you need a helping hand, reach out to your salesperson to see what training is available. And while you’re lining that up, take a look at the products and services on offer from production-related companies in the next few pages.

CATERPILLAR

The new Cat® 988 GC wheel loader offers up to 5% less fuel consumption and up to 15% lower maintenance costs than the Cat 988K, according to the manufacturer. It is designed to maximize

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P R O D U C T GA L L E RY life-cycle value in moderate production applications—it is optimized as a 50-ton truck match loader with a dump clearance of 12.8 feet. It offers up to 740 tons per hour productivity in shot rock truck loading applications and up to 581 tons per hour for load-and-carry operations.

It includes a Cat C15 engine, which offers configurations to emit equivalent to EU Stage IIIA / U.S. EPA Tier 3 or meet EU Stage V / U.S. EPA Tier 4 Final emissions standards, according to the manufacturer. The 988 GC’s cooling package offers higher heat rejection with an on-demand fan strategy and two available fan speed settings for standard and high-ambient-temperature configurations.

The new loader’s design includes features to increase machine uptime and reduce maintenance costs by up to 15% compared to the 988K. Advanced filtration extends performance and reliability of the hydraulic system. Ground level or platform access to grouped service points delivers convenient servicing. Providing easy access to important daily service checks, access doors are located on both sides of the engine compartment. Centralized ground level grease points plus ground level sight gauges simplify daily greasing and oil level checks for major machine systems.

Its on-board diagnostics alerts the operator of machine issues so that problems can be resolved before failure. Information captured by Product Link can be remotely monitored via my.cat.com, the Cat app or VisionLink® to help further advance preventive maintenance and servicing efficiency.

For more information, contact your local Cat dealer.

CLARENCE RICHARD

The Clarence Richard Company, Minnetonka, Minnesota, offers a product line of impact flow meters that includes patented impact scales, low profile impact flow meters and a weigh loss/scale controller. The company explains its customers have requested the highest accuracy without disturbing the processing rate. With that goal in mind for each and every application, Clarence Richard engineers have designed continuous weighing solutions for clients.

For more information, visit https://ezfloweighing.com/

CONVEYOR COMPONENTS

Conveyor Components Company, Croswell, Michigan, offers the model VA and VA-X bucket elevator alignment control, with a heavy duty cast aluminum housing. The model VA and VA-X is designed to indicate when the head or boot section of a bucket elevator drifts too far out of alignment. This unit can be used to signal a problem or simply shut down the bucket elevator leg before further damage can occur.

This control device has a sequential 2-pole double-break microswitch rated for 20 amps at 120 VAC, 240 VAC, or 480 VAC. The switch actuation and linkage arms are field adjustable with a 3/32inch hex wrench adjustment. The metal roller is bi-directional and designed to survive in difficult environments. The housing is rugged cast aluminum with a specially designed non-accumulating pocket. The model VA microswitch is rated for NEMA 4 weatherproof, or NEMA 7/9 explosion proof (model VA-X). Epoxy powder coating or polyester powder coating is available as an option.

48 | NOVEMBER 2023

The RAP Boss and RAP Boss Jr from CWMF are available in portable or stationary configurations and incorporate the Honey Badger hammermill RAP crusher and Tremor Shaker™ scalping screen.

CWMF

CWMF, St. Cloud, Minnesota, has launched the portable and stationary recycled asphalt crushing systems RAP Boss and RAP Boss Jr., building on the reclaimed asphalt pavement (RAP) equipment Honey Badger hammermill RAP crusher and Tremor Shaker™ scalping screen.

The difference between the RAP Boss and the RAP Boss Jr. is size, scale and price. Both are portable or stationary, efficient, and make the most of recycled asphalt for optimal sustainability, according to the manufacturer. This heavy-duty industrial equipment manufactured by CWMF is designed to process milled and recycled asphalt that mixes with liquid asphalt cement (AC) and other aggregates to make high-quality asphalt for paving.

“Our RAP Boss and RAP Boss Jr. recycled asphalt systems allow hot mix and crushed asphalt producers to minimize material handling, reduce or eliminate RAP crushing costs, and reduce RAP product moisture,” explained CWMF Sales Manager Wally Olson.

“Sustainability and cost efficiency are important to everyone, and these new systems streamline the production process for both plant development and ongoing operations.”

For more information, visit https://cwmfcorp.com

LEADING THE WAY Weiler Material Transfer Vehicles lead the way with proven innovations to provide the lowest cost per ton of operation.

Innovative and reliable operator friendly features such as paver hopper management system with distance to paver, storage hopper management and auto chain tensioning.

Clam shell doors and full width drop down floors provide unmatched access for cleanout.

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Variable speed elevator and conveyors meet production requirements with the minimal amount of wear.

The evolution of chains, sprockets and augers are retrofittable to all machines and provide increased wear life.

P R O D U C T GA L L E RY DEVELON

The exclusive Standard Transparent Bucket option from Develon, Suwanee, Georgia, provides a supplemental visual perspective by allowing operators to “see-through” the bucket from an in-cab display on the DL420-7 large wheel loader. The machine’s net rated power is 344.6 horsepower at 1,800 rpm with an operating weight of 51,553 pounds (standard arm) and 52,159 pounds (high-lift), and a bucket capacity of 5.5 cubic yards heaped.

The wheel loader is designed to take on a wide range of material handling tasks, from loading and transporting granular material (such as sand and gravel) to large general construction applications. Performance features include optimized hydraulic pumps on the transmission, multiple power modes, Z-bar lift arm, return to dig, and limited slip differentials on both front and rear axles. Its static tipping load at full turn is 37,686 pounds with the standard arm; 30,080 pounds with high-lift. Its dump height, fully raised with the standard arm is 10 feet and 11 feet, 7 inches with high-lift.

For more information, visit the Develon website.

GREENMANTRA

SCS Global Services (SCS), Brantford, Ontario, has published the environmental product declaration (EPD) for the Ceranovus® product line, which is a line of specialty waxes that includes both polyethylene and polypropylene polymer additives. These additives are designed to enhance processing and performance for a wide range of products, including asphalt products such as roofing and roadways. The EPD outlines the environmental impacts of the products, and more importantly, allows customers to realize greenhouse gas (GHG) reduction opportunities when they select Ceranovus.

Carbon reduction is increasingly a mandate in both the public and private sectors, and achieving those carbon reduction goals is driving procurement decisions. This is particularly true for industries such as the asphalt paving industry.

The EPD outlines product impacts in the areas of raw material inputs, energy and water consumption, waste generation and emissions. Published by SCS Global Services, the data in the EPD is third-party verified.

The full EPD can be viewed on the SCS Global Certified Green Products Guide, Ceranovus® PE and PP Polymer Additives or upon request from GREENMANTRA Technologies.

HAVER & BOECKER NIAGARA

Haver & Boecker Niagara recently opened a new service and support facility in Parauapebas, Brazil. The 43,055-square-foot (4,000 square-meter) facility provides service and support for mining operations throughout the region through diagnostics, equipment refurbishment, parts stocking and more. The new facility offers the capacity to manufacture 800 different part numbers and can refurbish 120 vibrating screens and 240 exciters. It features a paint booth, a rainwater collection system, water treatment, water and oil separation, 100% LED lighting with lower energy consumption and a natural lighting structure.

KLEEMANN

Kleemann uses three different drive concepts to offer a solution for the task at hand. The decision on the most efficient solution depends on many factors: For example, whether there is a power supply option avail50 | NOVEMBER 2023

In stationary recycling operations, the preconditions for the use of a Kleemann crushing plant with E-DRIVE are often very favourable. An adequate power supply is often available, occasionally even from an incompany photovoltaic system.

able on site, whether the machines are used in an urban environment or which local environmental regulations apply.

The E-DRIVE concept offers two options: Diesel fuel or all-electric.

All-electric operation is considered environmentally friendly with no CO2 emissions on site. A precondition for this is a good power infrastructure, which is often available in quarries or in larger recycling yards.

If the power supply is insufficient or not available, a diesel-electric work option is available. In this case, power comes from the fuel-efficient diesel engine. The crusher and all conveyor belts are then still driven electrically by a generator. Depending on the local situation, the E-DRIVE concept offers high flexibility.

The diesel-directdrive D-DRIVE provides power directly from the engine to the crusher. In the last few years, it was possible to reduce consumption, for example, through the load-dependent fan drive of the new EVO2 Generation.

Mobile screening plants from Kleemann use a diesel-hydraulic drive—the H-DRIVE. In this case, hydraulic pumps operate all machine parts such as screen, belts and drive system. The power requirements of the screens are considerably lower than a crusher—fuel consumption during operation is therefore more favourable. The optionally available Start-Stop system can reduce consumption even more. With the configuration with Dual Power, Kleemann screening plants have an option for an all-electric power supply. If a mains connection is available, the plant operates on site free of emissions – for example, in ecologically sensitive areas with strict regulations.

Many factors play a role in the area of sustainability. Energy required for production, transport, storage, sales and disposal are all incorporated in the ecological footprint of the production process. As far as CO2 emissions during operation are concerned, an all-electric plant is without doubt the best choice, according to the manufacturer. In other cases, you have to weigh up whether supply via an external power source involving high equipment and material costs is more constructive at the end of the day than technology with lower fuel consumption. Ecology can also mean placing your trust in low material usage and high durability.

For more information, visit www.wirtgen-group.com.

MACK TRUCKS

If you’re looking for better visibility during night paving project delivery, the team at Mack Trucks now offers the Granite truck with

new LED headlights. The manufacturer states the headlights increase forward visibility by up to 29% and side visibility by up to 50% and the smooth, homogenous light pattern delivers uniform coverage of the road and work zone.

Other driver safety features include a sloped hood, large windows and a passenger door peep window for maximum visibility.

The Granite model introduces Mack Command Steer, which incorporates steering-assist technology to deliver less strain on drivers. But drivers aren’t allowed to get complacent on the job! Command Steer is designed to hold the lane during unexpected course changes and the Bendix® Wingman® Fusion™ 2.0 technology integrates radar, camera and brake system data to help drivers detect and avoid dangers on the road.

For more information, visit your local Mack Trucks dealer.

The display indicates a red zone for the tractor cab and a green zone for the loading bed on Stansteel’s Look, Lock ’n Load safety loadout truck recognition system.

addresses their labor shortages, and makes the operators’ role safer and more comfortable.”

The initial autonomous capability being launched by Teleo is tramming, or autonomous hauling materials from one point to another. Ajax Paving Industries of Florida LLC will outfit two new Caterpillar wheel loaders with Teleo’s technology. These loaders will be stationed at two of the company’s asphalt manufacturing plants to load the feed bins. The plants are roughly 80 miles apart, marking the first time one operator will work across two job sites.

“The asphalt industry operates on tight schedules,” said Andy DeCraene, vice president for Ajax Paving. “When our customers require asphalt, we must deliver promptly, making it imperative for our machines and operators to remain available. Allowing one operator to control machines at multiple sites is a significant advantage. If an operator is unavailable at one site, another can operate the machine remotely. This is a genuine game changer for our business.”

Ajax Paving’s collaboration with Teleo was facilitated by one of Teleo’s dealers, Dobbs Positioning Solutions, a division of Dobbs Equipment that covers Florida, Georgia, South Carolina and Alabama. Ajax Paving is the first company to introduce remote operation technology from among approximately 3,500 asphalt manufacturing plants across the United States.

Teleo launched its global dealer partner network earlier in 2023 and is further expanding its list to include Ozark Laser, Murphy Tractor, and Position Partners.

For more information, contact your local dealer.

STANSTEEL

Stansteel/Hotmix Parts & Service, Louisville, Kentucky, now offers the Look, Lock ’n Load safety loadout truck recognition system as part of its Gate-Keeper safety system for loadout. Using a smart computer, the system has what the manufacturer calls “computer vision” to mathematically use images to train its neural network. When a haul truck pulls up to the silos, the Look, Lock ’n Load system digitally scans an image of the incoming truck and differentiates between the truck’s cab and bed. The display for the operator indicates a red zone for the cab and a green zone for the loading bed.

For more information, visit stansteel.com or call (800) 826-0223.

TELEO

Starting this December, Tomahawk Construction in Florida will be the first customer to deploy the autonomous capabilities from Teleo, Palo Alto, California, on an active job site. But eight more customers are lined up with orders to deploy 42 new Teleo-enabled machines on 17 job sites across eight U.S. states and Europe. Teleo will retrofit machines from brands such as Caterpillar, Komatsu, John Deere and Volvo for remote and autonomous operations and these machines will range in model year from 2005-2022. Teleo plans to have 20 machines on customer sites by the end of this year.

“Construction companies are facing historic labor shortages and incurring significant costs as their machines sit idle,” said Vinay Shet, co-founder and CEO of Teleo. “We are seeing an unprecedented number of customer orders, which demonstrates Teleo’s powerful value proposition. Our technology breathes new life into our customers’ machines,

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

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PLANT OPERATION WORKSHOPS

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AD INDEX ALmix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Asphalt Drum Mixers, Inc . . . . . . . . . . . . . . . . . . . . . . . 16, 17 Astec Industries . . . . . .Inside Front Cover, Inside Back Cover, 11 B&S Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28, 29 Blaw-Knox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Blue Smoke Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Bomag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 BROCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 Clarence Richards Company . . . . . . . . . . . . . . . . . . . . . . 52 CWMF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3, 37 Fast Measure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 Gencor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Honeywell International Inc. . . . . . . . . . . . . . . . . . . . . . . . 15 KENCO Engineering, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . 27 Meeker Equipment Co. . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Meyer Laboratory, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . 53 National Pavement Expo . . . . . . . . . . . . . . . . . . . . . . . . 44 Process Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Pugmill Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 Reliable Asphalt Products . . . . . . . . . . . . . . . . . . Back Cover Sripath Technologies, LLC . . . . . . . . . . . . . . . . . . . . . . . . 45 Stansteel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13, 39 Systems Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . 33, 43 Tarmac International . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Top Quality Paving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 TransTech Systems, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Weiler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Willow Design & Fabrication LLC . . . . . . . . . . . . . . . . . . . 53 WIRTGEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 World of Asphalt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 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.

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O F F T H E M AT

Analyze More Fluids For More Uptime FROM VOLVO CE

V

olvo Construction Equipment is rolling out a new Fluid Analysis program. The service expands on its existing Oil Analysis program and now encompasses lubricants, diesel fuels, diesel exhaust fluid (DEF) and coolants.

Up to 75% of repair costs and downtime are related to contaminated lubricants and fuels, and about two-thirds of all bearing failures are because of lubrication issues.

This new program will better equip customers to take preventive action against contamination and wear, leading to improved uptime and contributing to a lower total cost of ownership.

“The importance of fluid analysis cannot be overstated, given that early identification of these subtle patterns and anomalies can prevent costly equipment failures, minimize downtime and extend the machine’s lifespan,” said Edward Goodchild, head of repair and maintenance at Volvo CE. Fluid Analysis is Volvo CE’s first artificial intelligence (AI) platform-driven analysis to identify wear metals and contaminants or changes in fluid conditions.

The new process uses data analysis to provide easy-to-understand reports and insights to help customers make better decisions. AI accelerates the testing process, allowing lab technicians to focus on more pressing issues such as analyzing abnormal or critical samples.

The Fluid Analysis program also increases the number of testing labs to 20 global locations (four in North America) through a partnership with an industry-leading testing provider. This will allow all dealers and customers who take advantage of the program to benefit from worldwide data, reducing lead time and simplifying the sampling and analysis process.

STREAMLINED PROCESS

Customers can utilize the program through a service contract with their Volvo CE dealer or purchase an individual sample kit.

Images courtesy of Volvo CE

Once a fluid sample is taken from a machine, the dealer sends it to a lab where it is analyzed and diagnosed based on any trace elements found. A report with recommended actions is then shared on the Fluid Analysis portal and CHAIN. This cloud-based platform features a user-friendly interface that presents reports in a highly visual format.

“With routine fluid analysis and historical data, AI algorithms can identify trends, patterns and correlations that can reduce downtime by up to 15%,” Goodchild said. “This program will make it much easier for customers to reduce downtime, optimize costs and improve operational efficiency.”

For more information, contact your local Volvo CE dealer.

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LEADING ASPHALT TRADE SHOW AND CONFERENCE • See the latest equipment • Learn best practices and techniques • Improve your jobsite and business

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NEW TECH

Manage Environmental Health and Safety with ToolWatch EHS ToolWatch has launched a new construction environmental health and safety management solution, ToolWatch EHS.

BY SARAH REDOHL

C

onstruction operations software provider ToolWatch, Denver, has helped contractors manage tool and material inventories, logistics and more for 30 years. In June, the company added an environmental health and management solution to its suite of software, ToolWatch EHS. ToolWatch EHS aims to help general and specialty contractors more effectively manage their safety programs. “Many organizations in our industry don’t have the technology to adequately support their safety programs,” said Janan Guillaume, ToolWatch Vice President of Product. “If they do, it’s usually not a single connected system.”

That’s why ToolWatch decided to launch its environmental health and management solution. “ToolWatch EHS felt like a natural progression for us based on what we’ve been hearing from our customers and seeing in the industry,” Guillaume said.

ToolWatch EHS offers a suite of safety management tools, including inspections, compliance reporting, training, observations, incidents, job safety analyses, custom safety forms, and a dashboard for administration, data analysis, and reporting. And, in the fall of 2023, ToolWatch launched a new feature called Site Safety Plan.

ToolWatch has approximately 70 customers in the asphalt and paving space.

DELIVER REAL BENEFITS

ToolWatch EHS aims to improve safety by streamlining communication, digitizing paper processes, simplifying the adoption of a company’s safety plan and aggregating information into actionable reports.

By delivering field safety data to the back office in near real-time, decision makers can identify and mitigate safety risks before they lead to incidents. Furthermore, by making all critical safety documents accessible through the app, field personnel and safety managers have quick, easy access to the right versions—and most recent version—of inspection documents, forms, etc. “[Information] quality and traceability are super important in any safety program,” Guillaume said. “ToolWatch EHS centralizes that for the user, making it easy for everybody to see what’s going on without having to scrounge around a filing cabinet or a coworker’s desk to find what they need.”

Eliminating paper by digitizing safety information not only makes the information more accessible, but also saves time. “Managing paper is a job in and of itself,” Guillaume said. Furthermore, by digitizing these processes, ToolWatch EHS gives safety directors insight into employee adoption of the safety program. “With a paper-based process, you don’t know whether people are participating and you’re not sure who’s doing what.”

Guillaume said having all these features within a single solution also improves overall adoption. “Since everything is happening in that one application, adoption is as easy as adding an app to your phone or iPad in the field,” she said. “From there, everyone can easily participate in the company’s training programs, job safety analyses, submit observations and more.”

For example, one ToolWatch customer—a large water and wastewater utility contractor—implemented ToolWatch safety products after a serious employee injury. “The company currently uses ToolWatch software to conduct more than 10,000 inspections and record 260,000 observations annually,” Guillaume said. From 2019 to 2022, the company had zero heat-related illnesses reported despite its job sites being in extreme climates, as a result of the company’s use of Toolwatch to improve “communication and collaboration among employees in the field, management and safety personnel, helping to identify potential hazards and take corrective action before incidents occurred.”

THE DETAILS OF TOOLWATCH EHS

The ToolWatch EHS app has seven primary modules: inspections, forms, training, job site analysis, incidents, observations and scan.

With detailed inspection checklists based on OSHA 1926, incident report logs based on OSHA forms 300/301 and employee training record tracking, ToolWatch EHS aims to ensure that job sites meet applicable regulatory standards.

The platform can also be used to house and complete a variety of safety forms, including ones pre-built by ToolWatch and custom forms created by users. According to Guillaume, common customer-created forms include Vehicle Inspection Reports, Superintendent Daily Reports and Disciplinary Action Reports. “During the pandemic, several customers used the Forms module to create forms that documented employee exposure risk,” she said.

The app also houses training resources, including Toolbox Talks prepared by ToolWatch and those created by the customer. “You can really tailor your training program to each job site,” Guillaume said.

With ToolWatch EHS’s job site analysis module, users can identify potential hazards, as well as suggest, assign and track resolutions to any hazard on ToolWatch’s web-based dashboard. The app can also be used to submit observations.

“Observations are a good way to engage frontline workers,” Guillaume said. “They’re a good way to encourage employees to check their environment for safety issues and to collect data from the job site.”

Any employee can make an observation—negative or positive—at any time, though it’s possible to set roles for different users. “You’ve got some granularity in terms of creating roles and permission sets so that you can manage who can do what and who’s responsible for what,” Guillaume said.

WWW.THEASPHALTPRO.COM | 57

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NEW TECH ToolWatch EHS can also be used to report, record and investigate any incidents. “The incident feature is more granular than an OSHA incident report,” Guillaume said, adding that it can be used to track the details of the incident, witness information, medical treatment information and more. “It shows how your organization is managing the health and safety of your workers beyond compliance.”

The final module of ToolWatch EHS is the ability to use a mobile device to scan and inspect safety equipment. “The quicker you can get accurate information about any asset on the job, whether it’s a safety harness or a backhoe, the better you’ll be able to manage your equipment,” Guillaume said. Users can also create a service event to address any maintenance issues. “We’re really tying all of those workflows together to break down the manual steps required.”

Although some customers opt for ToolWatch EHS only, Guillaume said more customers are taking advantage of the entire ToolWatch suite of solutions in order to integrate safety and compliance with other job site workflows and data. “Working across our suite of tools really bolsters the value a user gets out of the platform,” she said.

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In the fall of 2023, ToolWatch launched a new Site Safety Plan feature that allows users to set a specific safety program based on project or job site. “Every job site is going to be different,” Guillaume said. “Our Site Safety Plan feature makes it easy to jump start a site-specific safety program tailored to the needs of a specific job site.”

The company is also investigating the ability to send users push notifications, for example, to request safety observations from employees. “We want people to understand the value of their company’s safety program and see engaging in the safety program not as a burden but as a natural part of their day on the job site that benefits everyone,” Guillaume said.

Ultimately, ToolWatch EHS aims to go beyond compliance, she added. “A company’s safety director shouldn’t be isolated from what everyone else is doing,” she said. “We’re trying to break down those barriers to become more efficient and get in front of potential risks at a job site.”

Hazard How-To To assign a corrective action to an identified hazard, an administrator first creates a list of possible responsible parties in the ToolWatch EHS Inspections module. When the inspector finds a hazard, he or she selects a responsible party from the list to whom the corrective action is assigned.

An automated email then goes out to that person that includes a link to the action item. If the responsible party does not respond after a week, the system continues to generate weekly email reminders for up to four weeks. If the hazard was designated as serious or critical, email reminders go out more frequently. Reports are also sent to administrators updating them on open, closed and pending corrective actions daily, weekly or monthly based on their settings.

ROCK TO ROAD

What’s Next In Paving Introducing the new Roadtec RP-195 and RP-175 highway class pavers. These tracked pavers are optimized for usability with an innovative layout that significantly decreases noise, maintains visibility and runs cooler. Modern controls are right at your fingertips and a solid cast undercarriage design translates to easier maintenance and increased durability. Keep things running smoothly with the unparalleled material handling and mat quality you expect from Astec.

See the new RP-195 highway class paver.