Asphalt Pro - October 2021

Plants & Controls Issue

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

Hall Contracting Controls Quality on I-Move Kentucky Training Directory Inside

• Keep Heat in Asphalt Pumps • Orchestrate a Tight Mill-n-Fill • 5 Tips for Efficient Plant Control

OCTOBER 2021 WWW.THEASPHALTPRO.COM

BUILT TO CONNECT In an industry focused on manufacturing powerful equipment, our business remains decidedly human thanks to one simple belief: that our greatest achievement as a company is in mastering the art of connection. ASTEC helps build the infrastructure that physically connects the world, but the connections we build with people are what make us a true partner to the industry. We know the equipment we build is not our final product, because we’re not really in the business of building equipment. We’re in the business of building connections.

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Connection is at the heart of everything we do The primary use for asphalt is creating pavement for building the roads that connect goods and services to their markets, people to their communities and families to each other. ASTEC asphalt plants are essential to building and maintaining these vital connections. That’s what drives us to design, manufacture, and sell innovative, efficient, and reliable equipment. And that’s what inspires us to connect to our customers through knowledgeable sales, receptive engineering and responsive parts and service.

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GENCOR, YOUR TRUSTED CHOICE!

At Gencor, we’ve led the industry with the most fuel-efficient, environmentally clean and lowest-maintenance design available to the hot mix industry. Gencor Industries remains focused on proactively serving and satisfying its customers from all aspects.

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CONTENTS

asphaltPRO October 2021

departments

20

Editor’s Letter 8 – Train Up a Child in the Way He Should Go

SAFETY SPOTLIGHT 10 – OSHA’s On-Site Consultation Program, Explained

By AsphaltPro Staff

MIX IT UP 12 – Ohio Trials Low Volume Ideas

By Sarah Redohl

PAVEMENT MAINTENANCE 14 – Meticulous Equipment Staging Leads to Pavement Preservation Success Story

By Keola Goo and Sandy Lender

46

14

PROJECT MANAGEMENT 20 – Hall Moves on I-Move in Kentucky

By Sarah Redohl

WOMEN OF ASPHALT 26 – Meet a Woman of Asphalt: SECON’s Vickie Brown

By Sandy Lender

PRODUCT GALLERY 30 – Select, Haul Paving Equipment

By AsphaltPro Staff

OFF THE MAT 54 – How to Get Better Takeoffs and Estimates

By AsphaltPro Staff

HERE’S HOW IT WORKS 58 – Van der Graaf’s Belt Cleaner

NEW TECH 60 – Go iPave Adds Up

By Sarah Redohl

ONLINE UPDATE 63 – AsphaltPro Online

36

Feature articles 36 – 5 Ways to Improve Asphalt Plant Control

By Jeff Mitchell 38 – How to Get the Most out of Your Asphalt Pump

By Michael Coburn and Jeff Petersen Plants & Controls Issue

TRAINING DIRECTORY 44 – Find Training

By AsphaltPro Staff

46 – How to Control Dust During Production

By Clarence Richard 52 – Training Directory Listing

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

Hall Contracting Controls Quality on I-Move Kentucky Training Directory Inside

• Keep Heat in Asphalt Pumps • Orchestrate a Tight Mill-n-Fill • 5 Tips for Efficient Plant Control

OCTOBER 2021 WWW.THEASPHALTPRO.COM

AP October 2021.indd 1

9/7/21 12:04 PM

on the cover Hall Contracting used its new ALmix plant to produce the mix for its I-Move project in Kentucky.

See related article on page 20. Photos courtesy of Brian K. Wood, Plantmix Asphalt Industry of Kentucky (PAIKY)

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editor’s Letter Train Up a Child in the Way He Should Go

Welcome to another letter from the editor where it takes a minute to get to the point. This one includes an introduction to my best friend from high school, who has zero connection other than me to the asphalt industry. I’m going to leave her name out of this to protect her identity, but rest assured, she’s awesome.

The pandemic of 2020 forced employers to try e-learning for workers, and the variety of online platforms have enjoyed a mixed reception into 2021. Ask any grade-school teacher and they’ll tell you people learn in different ways. My best friend is a Catholic school teacher who has shared anecdotes with me that would make you cry at the effort it takes to discipline and educate a mix of 26 fourth graders from varying socio-economic backgrounds while they’re in the same room with you. Yet in 2020, she successfully corralled her class to sit in front of web cameras in their own homes and learn math. (Of course, she taught all the subjects, but it boggles my mind that anyone could teach fractions to fourth graders over Zoom.)

To educate a person successfully, you must understand how that person best takes in information. As my BFF shared with me, you assess whether that person is a visual learner, an audio learner, a tactile learner, a mix of those and so on. She can give a verbal presentation with visual aids while the kids pass an object relevant to the discussion around the room to stimulate their brains, and you better believe those kids retain the information.

In our industry, we have the incredible luxury of giving presentations that can include visual and tactile aids. You can take your workers into the field—or to the plant yard—and show them how to operate a paver, wheel loader and so on. If putting a new hire on a breakdown roller makes you nervous, OEMs like Bomag, Caterpillar, CM Labs, Volvo, and others set up construction equipment simulators in their trade show booths, dealerships, training facilities, and/or at your shop to help you train your workers on machines before putting them in the field. Check out the story of the Myers Mobile Training Center from our September 2018 issue.

The good news here is you don’t have to rely on one person from your crew showing new hires how to do a specific job. The options for training new employees in this industry accommodate any number of learning styles and those options are reflected in the annual training directory supplement starting on page 44.

As a side note: My BFF succeeded in teaching her imprisoned students despite the obvious health and mounting mental pressures on them; meddling alternating with ambivalent parents; and ever-changing technical parameters, privacy settings, and challenges on a school’s e-learning platform. She did this on a teacher’s salary, too. Who do you think bought ring lights and microphones for teachers last year? It wasn’t our taxes. It was the teachers bowing to the pressures of parents who reported them to their principals for having “unprofessional lighting” compared to the millionaire influencers seen on YouTube.

I digress for a reason. Your employees view the training materials you offer with the same judgmental eye as the parent-with-no-more-social-activities who is sending scathing e-mails to the school principal.

Maybe I’m overthinking your employees’ penchant for judging the delivery of information, but the idea of making a good first impression is solid. When you onboard a new laborer, you don’t hand him the last guy’s torn and soiled safety vest. You give him a new one.

You show him how to do his job with clean tools in good repair, not with a rusty lute, caked with material and splintering at the handle. You know which of those scenarios gives him a good impression of your company, which makes him pay attention to his trainer. And you offer him information in whatever format will stick because you need workers who know what they’re doing, know how to do it safely, and will stay with your firm for the long term.

Stay Safe,

Sandy Lender

8 // September 2021

October 2021 • Vol. 15 No.1

asphaltPRO

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

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

AsphaltPro is published 11 times per year.

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

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

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

THE LEGEND IS BACK

With over a century of innovation to its credit, Blaw-Knox pavers have earned a reputation for quality, durability and performance unmatched in the industry. Today, with its new and improved highway-class designs, Blaw-Knox continues to deliver on its promise with all the performance features you’ve come to expect from an industry leader.

BLAW-KNOX, THE LEGACY LIVES ON. Blaw-Knox Corporation 1280 Superior Avenue Chambersburg, PA 17201 Tel. 717-400-7900 www.blawknox.com

Safety Spotlight

OSHA’s On-Site Consultation Program, Explained E

Enforcement visits from the Occupational Safety and Health Administration (OSHA) can be stressful, even when every reasonable effort to maximize employee safety has been made. For many, the idea of inviting an OSHA inspection sounds as appealing as filling out permitting paperwork, but OSHA’s voluntary On-Site Consultation Program has its benefits.

Although the program has existed in several formats since 1975, it is often misunderstood. In this article, we’ll explain what the program is, how it works, and its benefits to participants.

A CONSULTATION

OSHA’s On-Site Consultation (OSC) Program offers free, confidential occupational safety and health services for small and medium-sized businesses throughout the United States and in several U.S. territories. An average of 28,514 establishments in the private sector used the program per year between 2012 and 2016, according to OSC Program data.

The goal of the program is to help employers reduce workplace injuries and illnesses by identifying and correcting workplace hazards and providing advice to comply with OSHA standards.

Consultants also assist with the establishment or improvement of safety and health programs, which have been shown to reduce the number and severity of workplace injuries and illnesses and associated costs.

Participating employers may qualify for a one-year exemption from routine OSHA inspections. However, participating in a consultation does not guarantee that a workplace will pass an OSHA inspection.

After a consultation has been requested, the consultant will work with the employer to discuss their needs and set up a date to visit the worksite. It is possible to limit the visit to one or more specific problems, though OSHA encourages a complete review. Although most consultations occur on-site, limited services are available remotely.

The visit begins with an opening conference to discuss the consultant’s role and the employer’s obligations related to the consultation. Then, a representative from the employer and the consultant will examine conditions of the worksite. The consultant completes a workplace audit of hazards using OSHA’s Safety and Health Program Assessment Worksheet. They will also point out risks that might not be cited under OSHA standards. The consultant may talk with employees during the walk-through to identify and judge the nature and extent of specific hazards.

Once the walk-through is over, the consultant discusses findings with the employer and recommends improvements. They may also suggest or provide other measures, like self-inspection or safety and health training, and sources for additional technical help. This is also the time to develop and agree to a reasonable plan and schedule to correct serious hazards. In rare instances where a consultant finds an imminent danger, employers must take immediate action to protect employees. After the closing conference, the consultant may reach out to check on an employer’s progress and the employer is welcome to contact the consultant for further assistance.

HOW THE PROGRAM WORKS

CONTRACTOR BENEFITS

OSHA’S ON-SITE CONSULTATION PROGRAM

OSHA’s OSC Program operates separately from the organization’s enforcement efforts, which means the consultation doesn’t result in penalties or citations. However, the employer must agree to correct any serious hazards identified during the consultation within a specified time period agreed upon by the consultant and employer.

Employers who fail to correct imminent dangers or serious hazards may be referred to an OSHA enforcement office, though OSHA said this has rarely occurred in the past.

Otherwise, the consultations are confidential, meaning your company’s information and information about your workplace that you provide or the consultant uncovers will not generally be reported to OSHA inspection staff.

Although funded primarily by OSHA, the program is administered by local agencies or universities, with consultants from these organizations working directly with employers. Because the program is voluntary, employers interested in participating must request a consultation using OSHA’s Consultation Directory (osha.gov/consultation/directory-text). Priority is given to high-hazard worksites.

10 // September 2021

OSHA enforcement program evaluations have shown that employers’ injury rates fall in years following an OSHA enforcement inspection. Because the process of an OSHA inspection and a consultation visit share similar features, OSHA expects that its consultation visits similarly reduce injury rates in subsequent years.

Between 2012 and 2016, the program identified an average of 109,582 serious and imminent danger hazards each year at the facilities they visited. OSHA said the identification and resolution of these hazards reduce injury and illness rates, improve morale, and offer economic benefits to workers and employers.

OSHA estimates the OSC Program generates national economic benefits of approximately $1.3 billion per year, according to a 2018 analysis of the benefits of the consultation program. This includes $728.2 million in benefits to workers avoiding injuries as a result of the program, $317.6 million in benefits to employers from avoided indirect costs, and $288.7 million in benefits resulting from reduced worker’s compensation claims, among other savings.

– BY ASPHALTPRO STAFF

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mix it up

Ohio Trials Low Volume Ideas “Pavement resurfacing for low volume roads with extensive cracking is an issue faced by many local public agencies, including those in Ohio,” said Ala Abbas, a professor of civil engineering specializing in infrastructure, materials and pavement at the University of Akron. He and a research team has been investigating asphalt mix overlay alternatives for low volume roads—those with around 500 vehicles per day.

Existing options in Ohio range from chip sealing to full-depth reclamation (FDR). Abbas shared that Ohio Department of Transportation (ODOT) research have shown chip seal treatments are generally not effective if used on a pavement surface in poor condition and FDR is prohibitively expensive for most local public agencies (LPAs).

Motor paving, which ODOT defines as a cold-mix asphalt covered by a chip seal, is another option. “The advantage of this option is that it provides a resilient mix that conforms to the surface of the existing pavement,” Abbas said. However, this option isn’t widely used in Ohio because the equipment is not widely available in Ohio.

“There was an interest in producing a hot-mix asphalt [HMA] comparable to motor paving mix that can be produced at a traditional asphalt plant and placed using traditional paving equipment,” Abbas said. To do so, the research team reviewed existing resources and surveyed current practices for common resurfacing options on low volume roads. Then, they proposed and tested several asphalt mix designs in the lab and in the field.

The team discovered that LPAs use methods that aim to reduce cost in a variety of ways, including use of larger aggregates that require less binder, smaller aggregates at thinner applications, and high amounts of recycled asphalt product (RAP) between 30 and 100 percent to reduce use of virgin materials.

In its survey of 28 state and 100 local agency representatives, the team identified two types of asphalt mixes that seemed to be common for roadways with cracking. One used larger stone with a recipe mix design and the other was based on the 404LV (low volume) spec, “but that one tends not to be very useful on roadways with cracking,” Abbas added.

They began investigating an option with larger stone, based on Medina County Specification 402, which uses 90 percent No. 57 limestone and 10 percent natural sand, with 4.3 percent PG 58-28. “This is comparable to the cold-mix asphalt used in motor paving,” Abbas said, except motor paving uses an emulsion versus a binder. Additionally, the mix is constructed in a similar way to motor paving, by placing a 2-inch asphalt layer and then chip sealing it.

“We wanted to optimize the composition of the Medina County spec,” Abbas said, adding that the county reported good performance but issues with drying over time. “That was something we wanted to look at.”

They developed a variety of mix designs using PG64-22, PG58-28 and PG52-28 binders at 4.3 percent and then at different binder contents. They also adjusted the aggregate gradation, as well as the use of natural and crushed gravel in addition to limestone; tried a hydrolene

P

12 // September 2021

asphalt extender at different percentages; and looked at the effect of RAP on performance.

LABORATORY & FIELD TESTING

The team used an IDEAL-CT screening test to narrow down potential mix designs, before evaluating the top eight more thoroughly using AASHTO T 283, Texas Asphalt Overlay Tester, Asphalt Concrete Cracking Device (ACCD), Semi Circular Bending Test (SCB or I-FIT), and Asphalt Pavement Analyzer (APA). They also used AASHTO T 305 to test for draindown.

Based on lab test results, the team selected five mix designs for field testing at two test sites, in Medina and Franklin counties: • 80% No. 57 limestone, 20% natural sand, with 4.8% PG58-28 • 80% No. 57 limestone, 20% natural sand, with 5.3% PG58-28 • 80% No. 57 limestone, 20% natural sand, with 4.3% PG58-28 with 4% hydrolene • 80% No. 57 limestone, 20% natural sand, with 4.3% PG 58-28 with 6% hydrolene • 80% No. 57 crushed gravel, 20% natural sand, with 4.8% PG58-28 The option with crushed gravel was not used in Medina County, because crushed gravel is not available in that county. The field tests—five sections in Franklin and four in Medina—were constructed in July and August 2020, respectively.

The team drew several conclusions from the field tests. “One of the recommendations is to make the asphalt mixture finer,” Abbas said. Although limestone and crushed gravel both performed well, Abbas recommended using aggregate with absorption below 3 percent, “otherwise you will need more asphalt content.”

They will continue to use PG58-28, and recommended a higher asphalt binder content between 4.3 and 5.3 percent. Abbas warned, “if you go too high, you’ll experience draindown issues.” They also recommended requiring an asphalt draindown test as part of the mix design.

Regarding the use of hydrolene, Abbas said the team needs to continue its evaluation of the test sections before drawing conclusions. Further field testing will also be conducted to learn more about each section’s long-term performance.

Construction recommendations included placing the lift at 2 inches thick, after pavement repair and milling, to ensure the lift is around twice the aggregate size (No. 57). Any thinner risks crushing the aggregate during compaction. They also suggest producing the mix at 275 to 280 degrees Fahrenheit to avoid damaging the binder, and ensuring the temperature is a minimum of 250 degrees when delivered to the paver.

The ambient temperature should be 50 degrees and rising, with no imminent rain. The team recommended using tandem steel wheel rollers weighing 6-10 tons and taking care not to over compact or crush the aggregate. Immediately following initial rolling, choke the pavement with No. 9 at a rate of 10 pounds per square yard. “Aggregate choking will help fill the void between larger aggregates ahead of the chip seal,” Abbas said.

Then, apply the chip seal or asphalt overlay.

Other than using HMA, the only difference between motor paving and the new process outlined by Abbas’ team is the application of tack ahead of paving, which may be optional depending on binder content.

The result of their efforts combines the best parts of motor paving and HMA for Ohio’s low volume roads.

– BY SARAH REDOHL

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INDUSTRY-LEADING RECYCLING

Pavement maintenance

You can see the face of the mountain in this picture. When the compaction team used the vibratory setting on the rollers, small rocks would dislodge and come rolling down the mountain onto the mat. A laborer followed the roller to brush the rocks away before the roller changed directions to prevent the rocks from being pressed into the mat. Photos courtesy of Road Builders Corporation

Meticulous Equipment Staging Leads to Pavement Preservation Success Story Road Builders of Hawaii executes a narrow mill and fill MATOC project with good planning, skilled teamwork

M

Mt. Ka’ala Road on Oahu is approximately 8 miles long, starting from Farrington Highway and ending at the Mount Ka’ala Air Force Station. During summer 2020, Road Builders Corporation, based in Honolulu, took part in a project that included pavement repairs to a 5-mile stretch in the middle of the roadway. The repairs consisted of 2 3/8-inch-thick cold milling and paving State V AC mix. Six reconstruction locations required 14 inches of cold milling, hard plastic root barrier, 10-inch aggregate base course and 4-inch paving of

14 // September 2021

State V AC mix. In addition, the top 7 miles of the roadway received thermoplastic pavement striping.

That might sound like a typical pavement preservation project, but the team faced the unique challenges of high-altitude weather interruptions and a narrow road width that prevented easy movement of equipment.

Here’s how Road Builders put good planning and best practices in motion to get the job done for owner/agency U.S. Army Corps of Engineers and General Contractor Elite Pacific Construction Inc.

ALL THE MOVES In the typical open work area, backhoes, skid steers, work trucks, water trucks and service trucks can perform activities in front of and behind the milling operation and paving train. However, this road is only 10 to 13 feet wide with no shoulder area for most of the length of the road. That meant the movement of equipment throughout the day was restricted.

Shoulder areas large enough for trucks to pull over or turn around were sparsely

During cold milling days, there were also flaggers at the cold planer and at the stockpile area.

With the first truck of the day driving up to the furthest shoulder area before the cold planer, it used that area to turn around and reversed uphill until it reached the cold planer. available, approximately half a mile apart.

Combined with the many blind turns, it made traversing the mountain road dangerous. To provide for safer conditions, up to five dedicated radio personnel were stationed strategically at the staging area, at the work area, and at multiple locations along the haul road to control the construc-

tion vehicle traffic to prevent head-on collisions. This staging also allowed the radio personnel to inform the trucks the location of the nearest shoulder area where they could turn around to minimize the distance they would need to reverse up the mountain to back into position for the cold planer or paver equipment.

At the start of each cold planing day, a skid steer, sweeper, and a flatbed truck with water tote were positioned behind the cold planer for the entire day and all other equipment was positioned in front. The skid steer was able to remove any remaining pavement that was missed by the cold planer, the sweeper was able to clean the road surface, and the flatbed with water tote was able to refill all the equipment including the cold planer.

During the paving operations, the rollers and a flatbed truck were positioned behind the paver for the entire day and all other equipment was positioned in front. Throughout the day, no equipment was able to pass to the other side of the cold planer or paving equipment. The flatbed with water tote was able to refill the roller throughout the day.

During cold milling days, there were also flaggers at the cold planer and at the stockpile area. With the first truck of the day driving up to the furthest shoulder area before the cold planer, it used that area to turn around and reversed uphill until it reached the cold planer.

There was an area near the bottom of the mountain that the Army Corps of Engineering designated as a stockpile area for which they wanted to take possession of some of the cold milled material. Once that area was filled up, the crew hauled the remaining cold milled material for the project to the Ala Imua hot-mix asphalt plant to be reclaimed.

The trucks were partially filled with the cold milled material because a fully-loaded truck might not be able to control its weight as it maneuvered back down the mountain.

Sections of road with skid marks as well as deformed guard rails indicated the troubles previous trucks have encountered in the past. As the first truck passed the lower shoulder areas, the second truck could reverse and move into position in front of the cold planer and the other trucks could each move up to the next closest shoulder area.

During paving days, there were also flaggers at the paver and at the shuttle buggy, positioned at the base of the mountain. For paving operations, a shuttle buggy was positioned near the bottom of the mountain.

Haul trucks took about 45 minutes to reach the shuttle buggy from the hot mix asphalt plant. The trucks were re-loaded with the hot mix, but only about half-full. It took about 30 minutes to drive to the highest point of the

www.THeAsphaltpro.com // 15

Pavement maintenance project, not counting waiting times at the shoulder areas.

Another challenge was the grade of the road in certain areas. The roller had to travel at slow speeds to prevent “shoving” of the material, especially when changing directions. Also, the vibrations of the roller caused small rocks to come rolling down the face of the mountain and onto the mat.

A ground person needed to follow the roller to remove the rocks before the roller changed directions to prevent the rocks from being pressed into the mat.

WATCHING THE WEATHER

Prior to the start of the project, Road Builders observed many areas of damaged guard rails and skid marks extending into the dirt embankments, which warned of the troubles and difficulties previous trucks had encountered when maneuvering on this road. Due to the steep grades of the road, trucks with heavy loads had difficulty traversing up and down the mountain. Tandem haul trucks were used to haul the cold mill material down the mountain and haul base course and AC mix up the mountain. However, the trucks could only be loaded to half of their normal capacity to make the climb up and to be able to control themselves coming down. Water trucks could only be partially filled for the same reasons.

In addition, due to the already dangerous driving conditions, any adverse weather conditions would make working on the project unsafe. Not only rain, but also low clouds limiting sight would mean the project couldn’t proceed that day. Because the project is in the mountains, the weather can be much different onsite than the conditions at the bottom or in the adjacent town. Therefore, the foreman or superintendent would arrive early, around 6 a.m., at the job site to observe the weather conditions—checking for rain and/ or limited visibility due to low clouds—and decide if work could be performed each day.

The highest altitude of the project was approximately 2,650 feet above sea level and the road to access the project was at sea level. The shuttle buggy was positioned near the bottom of the paving limits, around 240 feet above sea level. The AC mix temperature coming from the 225-TPH ADM Model EX8842 was above 300°F when it arrived at the shuttle buggy and was usually between 280°F and 300°F at the paver.

16 // September 2021

They didn’t notice a big effect on the temperature due to the altitudes; the temperature was mostly affected by the haul time to the shuttle buggy and the waiting times along the road shoulders. There was around a 10-minute duration from when an empty truck left the paver and the next truck could reverse up the mountain and arrive at the paver. And again, the trucks were only partially loaded by the shuttle buggy so that each could make the climb up some steep gradients of the road, the steepest being a concrete section of road between 15 and 20% slope.

Approximately 4,200 tons of AC mix (State V) was installed.

THE KEY PERSONNEL FOR THIS PROJECT WERE:

• Derek Samson, foreman, 17 years with Road Builders (25 years of construction experience) • Maurino Batangan, foreman, 35 years with Road Builders (37 years of construction experience) • Mike Park, superintendent, 6 years with Road Builders (44 years of construction experience) • Pana Widemann, quality control manager, 16 years with Road Builders (16 years of construction experience) • Lewis Boucher, safety director, 8 years with Road Builders (23 years of construction experience) • Keola Goo, operations manager/project manager, 6 years with Road Builders (23 years of construction experience) The strength of this team was to effectively access the challenges of the project and devise a plan to provide maximum production.

Some key points of the plan were: • The first day of the project was spent reviewing the plans and going through all cold milling and paving operation scenarios with the crew. Not only was this beneficial to all crew members, but there was time to do this because it took an entire day to walk the cold planer and paver up to the beginning of the project area near the top of the mountain.

• To provide up to five flaggers even though the road was already closed in order to get the trucks to and from the cold planer and paver as fast as possible while elimi-

nating the possibility of vehicle head-on situations on a mountainous road with hairpin turns.

• To continually modify the flagging locations as the work progressed further down the mountain as truck cycle times decreased and spacing of shoulders areas changed.

• A goal to always look at the estimated production rate and challenge the crew to beat that rate while still maintaining quality.

The repaired road now provides a safer travel way to the Air Force Station located at the top of Mt. Ka’ala. More importantly, infrastructure is improved for the men and women who put their lives on the line to defend our country as well as their military families and civilian employees who work on military installations. AsphaltPro Magazine is proud to share this worthy and top quality project with the industry.

– BY KEOLA GOO AND SANDY LENDER

MATOC COMPONENTS The FY19 Mt. Ka’ala Road Pavement Repair, Site 3 to 4/5 project is part of a U.S. Army Multiple Award Task Order Contract (MATOC) that was awarded to companies that have an 8A small business designation. SBA (8A) is an ownership/ diversity certification sponsored by the Small Business Association (SBA) of the U.S. government. The SBA (8A) program is a nine-year business development program that provides business training, counseling, marketing, and technical assistance to small businesses that have been certified.

The first four years of the program are the developmental stage and the last five years are the transition stage. The goal of the program is to have 8A firms graduate and thrive in a competitive business environment. Elite Pacific Construction Inc. Is one of several companies that were awarded the MATOC contract and was the company that was awarded the task order to perform the Mt. Ka’ala road repairs. Road Builders Corporation was subcontracted to perform the cold milling and paving.

The project started June 1, 2020, and was completed Aug. 28, 2020, to repair the steep and winding road containing 14 hairpin turns rising 2,650 feet above sea level.

Project management

Hall Moves on I-Move in Kentucky

I

I-Move Kentucky is a $180 million investment that will widen and improve interstates, as well as revamp congested interchanges, to improve safety along three busy interstates in Jefferson and Oldham counties: Interstate 64, Interstate 71 and Interstate 265 (Gene Snyder Freeway).

The four-year project will be the largest single construction project in Kentucky since the Ohio River bridges project was completed in 2016. Hall Contracting, Louisville, Kentucky, began work on the project in May 2020.

“I-Move Kentucky will improve safety and mobility on three major interstates that join together in eastern Jefferson County and will allow travelers and freight to move freely through the region,” said Greg Thomas, secretary of the Kentucky Transportation Cabinet (KYTC). “These were among

20 // September 2021

the most important projects identified during last year’s SHIFT prioritization.”

SHIFT, or Strategic Highway Investment Formula for Tomorrow, is KYTC’s data-driven approach to compare capital improvement projects to prioritize transportation funding. The project consists of a number of improvements, including reconfiguring interchanges at I-71/I-265 and I-64/I-265 for better safety and traffic flow. The widening of I-71 adds one 12-foot lane of traffic in each direction, for a total of six lanes between Interstate 265 and KY 329.

I-265 will also be widened with an additional 12-foot lane in each direction to create a total of six lanes between KY 155 and I-71.

The widening of I-265 was SHIFT’s number one transportation priority, the I-71/I-265 interchange was ranked sixth, and the widening of I-71 was ranked eleventh. “By tackling [these projects]

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The I-Move project was a catalyst in Hall’s decision to invest in a new 400 ton-per-hour asphalt plant in Charlestown, Indiana, from ALmix, Fort Wayne, Indiana. All photos courtesy of Brian K. Wood, Plantmix Asphalt Industry of Kentucky (PAIKY)

together, we’re saving Kentucky taxpayers time and money,” Thomas said.

THE DESIGN-BUILD DASH

In 2018, the Kentucky General Assembly passed HB 385, which authorized KYTC to use design-build methods of project delivery for major projects like I-Move. Kentucky has already begun using the design-build approach for two projects in northern Kentucky, including the I-65 bridge project over the Ohio River.

“It seems that KYTC wants design-build to be the new normal on large projects,” said Hall’s Quality Control Manager Jordan Sandquist. “Once one section [of the design] is approved by the state, we can start constructing that section instead of waiting for the whole design all at once.”

www.THeAsphaltpro.com // 21

Project management Kentucky is also looking into balanced mix design (BMD).

Sandquist said both design-build project methods and BMD are indicative of a greater trend within Kentucky’s transportation agencies. “The idea is to give contractors flexibility to meet KYTC’s standards,” Sandquist said. “If you can produce a mix that meets their specs on various tests, how you get there is up to you.”

Roscoe Willis, manager at Hall Paving, a division of Hall Contracting, added, “I think [balanced mix design] is an example of the direction the state is headed in, not only for materials but also for the bid process. It’s results oriented, versus process oriented.”

With the design-build method, Hall will be able to complete the project more quickly. The I-Move project is expected to be broken up into more than 50 buildable units, nine of which are asphalt-related.

Last fall, Hall finished the mill and fill work on I-265, a total of 3 miles or 12 lane miles. In August, the company milled and filled the existing lanes on I-71, a total of 5.5 miles and 22 lane miles. Although I-71 was in pretty bad shape, the construction was more about handling growth and improving safety, said Roscoe Willis, manager at Hall Paving, a division of Hall Contracting.

Hall performed variable depth milling with its Wirtgen mill. The paving crew then placed 3 inches of Class 4 base mix with PG76-22 asphalt cement on the existing lanes.

By the end of the 2021 construction season, Hall anticipates finishing a substantial amount of the asphalt base for the widening of I-71 and all the base for the road widening on 265, completing both the I-71 and I-265 interchanges, and finishing the drainage blanket from Shelbyville Road to Avoca.

The project, totaling 25 contiguous miles, including ramps, is roughly 40 percent asphalt, plus an asphalt drainage blanket beneath the concrete. New lanes along the concrete sections of the pavement will also have an asphalt drainage blanket beneath. The new lanes in the asphalt segments of the project will have a 4-inch drainage blanket, then a 4.5-inch lift Class 4 asphalt base 1.50D with PG64-22, a 3.5inch lift of Class 4 mix with PG76-22 and 3 inches of Class 4 base mix with PG76-22 to match the existing pavement. The entire span of road will then be topped with 1.5 inches of a Class 4 surface mix.

In total, the project will require between 400,000 and 450,000 tons of asphalt. “From an asphalt standpoint, we’re only just getting kicked off,” Sandquist said. Willis estimates they are 20 percent complete.

The crew also used the Pave-IR quality control system from MOBA, Limburg, Germany, to record asphalt temperatures immediately behind its Cat paver.

In total, the project will require between 400,000 and 450,000 tons of asphalt.

NEW PROJECT, NEW PLANT

The I-Move project was a catalyst in Hall’s decision to invest in a new 400 ton-per-hour asphalt plant in Charlestown, Indiana, from ALmix, Fort Wayne, Indiana. They purchased the plant in February 2020 and planned to have it running for last year’s paving season.

“We were close to full capacity at our other plant, so this project put us over the edge,” Willis said. However, the pandemic resulted in planning and zoning delays. “It’s not that they were fighting us on it, but simply that the committees weren’t meeting.” They weren’t able to have the requisite meetings until July 2020, finally getting the new plant fired up in May 2021.

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The four-year I-Move Kentucky project will improve safety and mobility on three major interstates that join together in eastern Jefferson County.

Those delays meant Hall had to rely on its existing asphalt plant south of Louisville, a 400-tph Cedar Rapids plant with three 200-ton silos, for the first segments of the I-Move project. “Since we only had one plant and we couldn’t lose access to it for our daytime projects, we did a lot of night work last year,” Sandquist said.

The new plant currently has two 250-ton silos, but Hall has already laid the foundation for future growth. “This plant gives us a lot of opportunity to add new features down the road,” Willis said. “From injecting additives at the drum to blowing in different products, this plant has the ability to grow with us.”

That was one of several reasons Hall chose the ALmix plant.

“ALmix is a great company to be able to add pieces as needed,” Willis said. “We didn’t buy anything we didn’t need, but there are sure to be things we’ll need in the future that we plan to add.”

Although the company’s Cedar Rapids plant “has been a blessing to us and has held up very well,” its age confines the company to certain limits in terms of innovation, Sandquist said.

“The new one gives us the opportunity to try things we weren’t able to try before,” Willis added.

For example, they’ve been working with aramid fiber for its anti-cracking properties. “We’ve been using it on jobs with the city and showing our customers the advantage of it for asphalt flexibility and strength,” Sandquist said. “Now that Kentucky is moving toward balanced mix design, it will be one more tool we can utilize.”

NEW PROJECT, NEW TECHNOLOGY

In addition to its new plant, the I-Move project has also propelled Hall Paving to invest in several technologies that are new to its crews, including e-ticketing, intelligent compaction, thermal mapping and 3D paving.

“The state is interested in the ability to do forensics if something goes wrong with the pavement in the future,” Willis said.

“By accumulating that data, they can go back and analyze it to see temperature and compaction data for problem areas.”

The technology that Willis has found most useful is e-ticketing. “The ability to manage trucks differently, track materials and improve efficiency is very exciting,” he said. They use a tool called Broadloop, which was created locally and allowed them to customize the tool to suit their needs. “The ability to see where our asphalt is in real time is amazing.”

The crew also used thermal mapping and intelligent compaction on last year’s segments of the project. It used the Pave-IR quality control system from MOBA, Limburg, Germany, to record asphalt temperatures during paving. To ensure the crew was ready to use this technology on its I-Move projects, Hall had its crews trained by the technology provider and also had them use the tech for several weeks prior to the start of the project.

The last new piece of technology on the project is 3D paving, which they will use on future segments of work on I-71, I-265 and I-64 to ensure the final surface elevation of the pavement is correct.

www.THeAsphaltpro.com // 23

Project management

Hall got its new ALmix asphalt plant up and running in May 2021.

LEFT: In addition to its new plant, the I-Move project has also propelled Hall Paving to invest in several technologies that are new to its crews, including intelligent compaction. RIGHT: Willis found the use of e-ticketing, a technology new to the company, very useful during the I-Move project.

“The ability to manage trucks differently, track materials and improve efficiency is very exciting,” he said.

“We’re not afraid to try new things and be on the cutting edge,” Willis said. “This project is propelling us to continue to grow.”

Although Hall Contracting was founded in 1954, its asphalt division wasn’t established until 2013. “On day one, we were starting from square one, and now we’re working on one of the largest projects in Kentucky state history,” Willis said. The division started out with 22 employees and now has a staff of 65. “And we’re looking for more,” he added.

As an employee-owned company, everyone at Hall Contracting has a feeling of ownership of the company and its projects. “We have the type of team that wants to move the industry forward,” Sandquist said.

Willis added, “We’re really pushing this division of the company to do great things. We’re constantly learning and growing and want to be on the forefront. We want to change the world, one ton of asphalt at a time.”

– BY SARAH REDOHL

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Logistics in Louisville According to research platform Macrotrends, the population of Louisville is growing faster than the national average (respectively 0.83 percent and 0.58 percent in 2021). However, it isn’t necessarily population growth that is driving infrastructure demand in and around Louisville.

“Although population growth has something to do with it,” Willis said, “I think it’s mostly a result of improved connectivity with southern Indiana and the growing logistics sector.”

According to the Lane Report, a monthly business magazine covering central Kentucky, Louisville is within a one-day drive of roughly 50 percent of all U.S. markets. Louisville’s website, louisvilleky.gov, states Louisville’s logistics sector is more than twice as dense as the U.S. average.

Furthermore, Louisville is the primary hub of UPS Airlines, a wholly owned subsidiary of United Parcel Service (UPS) and the world’s fourthbusiest air cargo hub in terms of freight volume flown, according to UPS, according to the Lane Report.

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Women of Asphalt

Meet A Woman of Asphalt: SECON’s Vickie Brown with many other side jobs in between. Landscaping. Slime line.

Been in a lot of positions. The biggest challenge has always been looking for a bigger paycheck while still enjoying the work required to earn it.

Here Vickie Brown runs the Cat CB34B with oscillation to get a smooth finish on a barge project in Gastineau Channel. Look for this project story in the November “Big Paving Issue” of AsphaltPro. Vickie Brown joined the asphalt industry in 2005 working as a general laborer and all-around team player for South East Alaska Construction (SECON), a member of the Colas USA family, Anchorage, Alaska. She explained that her original job responsibilities included “holding a sign, water truck, sweeper, loader operator, laborer, parts runner, whatever the crew needed.”

What she found most rewarding about those early days was watching the progress and completion of projects. Sixteen years later, Brown is a breakdown roller for the company and said the extensive apprenticeship program at the International Union of Operating Engineers (IUOE) helped prepare her for her career in the construction industry. This past summer, she took some time to share her experiences and advice with other women of asphalt.

V

AsphaltPro: Could you share with the readers your career trajectory since high school and what challenges you’ve overcome along the way?

Vickie Brown: Before landing at SECON, it looked like a monkey’s rendition of a Picasso. There are always challenges and roadblocks. You just have to keep moving forward. I commercial fished (trolling, longlining, crabbing) for quite a few years, then delivered flowers and mail for the United States Postal Service. Worked for local city government maintaining ball fields and plowing snow,

26 // September 2021

AsphaltPro: Could you share with the readers what your job as the breakdown roller operator for SECON requires of you for the asphalt team?

Vickie Brown: I would say flexibility. You have to be observant and on your toes. Whatever speed the paver is moving you have to match it. Generally, there are between six and ten guys slinging asphalt and one little ol’ me scrambling to seal it all up. A finish roller hand is usually just wiping out lines left by the breakdown roller and making sure the job looks clean and smooth after all is said and done. On bigger jobs they help bring up numbers (densities) and help with laydown and cleanup. I was a finish roller hand for many years before moving to breakdown.

AsphaltPro: Why did you become a roller operator? What about that position is “most cool” to you?

Vickie Brown: I ended up rolling because I was an apprentice and that is what I was told to do. That is where they needed me at that moment. That moment turned into an eternity. I remember the first time they put me on a finish roller to ride and observe with the finish roller operator. I was sitting there taking it all in and thinking to myself WHO makes a career out of rolling asphalt?

(Brown has since eaten those words and found the job of rolling asphalt to be powerful.) Driving away at the end of a job and knowing what a beautiful job you just did for someone. Actually, the coolest aspect is that you have a bird’s eye view of everything and everyone…nothing escapes my eagle eye.

AsphaltPro: What do you think is the most important skill you’ve brought to your position as a lead roller operator in the asphalt industry?

Vickie Brown: There is never just one skill. You have to use all the tools in your belt at one point or another. Being a very observant person helps tremendously in this line of work. Being able to anticipate each crew member’s next move is key. You can’t just keep your head down and worry about your own duties. You have to keep your head on a swivel and never forget this is all about the team, not “me.”

Women of Asphalt

LEFT: Brown suggested slowing down and “taking care as you move along” is important in the asphalt line of work. TOP RIGHT: Rick Kirby was Brown’s mentor and rolling partner of 11 years. BOTTOM LEFT: Brown shared that her early days with SECON saw her performing a host of odd jobs, including traffic control; running the water truck, sweeper, and loader; working as a laborer and parts runner. Here she’s taking care of pavement maintenance.

AsphaltPro: What would you say was the most challenging “obstacle” you, as a female on the asphalt crew, had to overcome in the past 15+ years, and how did you overcome that obstacle?

Vickie Brown: Probably learning to give up my “own time.” The asphalt industry can be very sporadic. Some days you might work eight hours, other days 18 or more. When our season is in full swing you pretty much write off any extracurricular activities. It took a few years before I resigned to that fact, you just have to find the good in it. Think of that paycheck.

AsphaltPro: It’s a fact that asphalt paving can be hot and dusty. How do you respond to people who say it’s a “dirty job?”

Vickie Brown: Sure, it’s dirty, but it doesn’t have to be. There are plenty of things you can do to mitigate the “dirtiness” of the job. Water is your friend and slowing down, taking care as you move along. Not slinging asphalt everywhere or dumping too much material because you’re in a hurry. Most people these days have access to showers and contrary to popular belief, skin is impervious to dirt and water.

AsphaltPro: 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?

Vickie Brown: Women make great pavers! Most times (not always) they are much more clean, tidy and meticulous than our

28 // September 2021

counterparts. I would say if you want to make good money while doing something you can be proud of at the end of the day—this is it.

AsphaltPro: What is the most challenging aspect for you of being in the asphalt business?

Vickie Brown: The most challenging thing is the revolving door.

Over the years I have worked with dozens and dozens of people, probably close to a couple hundred. It’s hard to get in a good groove with people you haven’t worked with before. Especially the ones who think they have nothing left to learn. We can always learn more. We are all teachers and students at the same time. Some stay for a few years, others just weeks or days. You just have to get up and be thankful for another opportunity to go to work.

AsphaltPro: Will you tell us about a person who served as a mentor for you?

Vickie Brown: Rick Kirby, AKA Yogi. He was my rolling partner for 11 years. I rolled behind him, stuck with him, listened and learned. In my humble opinion he is one of the best. He encouraged me because he cared. Some people don’t care about the end result. He said I was the last one he would ever train...He is my hero. I miss him.

– BY SANDY LENDER

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Product Gallery

Select, Haul Paving Equipment In this month’s edition of AsphaltPro, we’re including the annual training directory supplement. This year, we asked hotmix asphalt (HMA) plant manufacturers and component suppliers to share a training tidbit with readers. One OEM who fits more squarely into the product theme this month—that being paving equipment and pavement maintenance equipment—shared information pertaining to loading and hauling equipment properly. Troy Geisler, the vice president of sales and marketing for Talbert Manufacturing, Rensselaer, Indiana, shared the following article.

Paving equipment presents unique challenges when it comes to transportation. In addition to low ground clearance and gentle slope transitions from the front ramps to the deck and from the deck to the rear of the trailer, operators must also consider mixed-load versatility to maximize not only efficiency, but overall trailer return on investment (ROI).

Additionally, operators must select the right trailer to ensure the safety of crews, the public and equipment. Here are three considerations to help contractors select an appropriate trailer for safe, efficient paving equipment hauling.

When it comes to hauling paving equipment, one of the biggest challenges is often getting the equipment onto the trailer. Rollers, pavers and other low-clearance equipment require longer loading inclines, whether loading from the front or rear. Larger capacity models also require a gentler load angle at the rear. Meeting this requirement isn’t impossible, though, it just takes the right approach.

I

Any bumps between the ground and the deck or the deck and the rear bridge can make loading more difficult and dangerous because it forces equipment operators to increase power to clear the obstacle.

For equipment 25 tons or under, tag-a-long trailer models can be used to transport low-clearance equipment. Load angles will vary by manufacturer with some as low as 7-degrees. However, minimizing load angle is achieved through longer ramps and beavertails. This can limit where a trailer can be loaded or offloaded. Additionally, longer ramps are also heavier, making raising and lowering them manually a labor-intensive process. To eliminate the need to handle heavy ramps, look for a trailer with air ramp or air tilt capabilities.

Removable gooseneck trailers are another option. This design eliminates the need to drive up and over the trailer’s rear axle saving time, hassle and expense. These trailers don’t always provide a low load angle, though, so it’s best to work with a manufacturer for a custom design that’s optimized for any intended load, whether that’s paving equipment or a mix of other construction equipment.

Additionally, hybrid models are available that combine the benefits of a lowboy design with specialized features for hauling paving equipment.

These units offer a longer loading incline.

30 // September 2021

Some trailers feature specially designed “bolt-on” ramps that provide a more gradual load angle at the rear—15-degrees rather than the standard 35-degree angle.

Lastly, when considering load angle—regardless of whether equipment approaches the trailer from the front or rear—a smooth transition from surface to surface is imperative. Any bumps between the ground and the deck or the deck and the rear bridge can make loading more difficult and dangerous because it forces equipment operators to increase power to clear the obstacle.

Next to load angle, capacity is probably the most important factor in selecting a trailer for a job. Not all 55-ton lowboys are created equal.

They might all be capable of hauling 55-tons, but informed operators know load concentration plays a huge role in how well they perform at that weight.

Some trailers will need the entire deck length to haul 55 tons safely, while a trailer from another manufacturer might only need half the deck length for the same weight. Because loads are rarely uniform, having a trailer rated in half-deck capacity gives operators a more realistic indication of what the trailer will be able to handle without structural failure.

Manufacturers that offer half-deck capacity usually design with a twopoint rigid load base that accounts for the tire spacing—or hot spots—of large equipment and heavy machinery.

In addition to load angle and capacity, operators must also consider the size of the equipment they will be hauling. Starting with the largest piece of equipment, identify the height, width and weight. Keep in mind what’s on the spec sheet might not include accessories. Additionally,

Assess Equipment Dimensions 1. Start with the largest piece of equipment 2. Identify its height, width and weight 3. Identify and add in accessories 4. Do this for all pieces of equipment moving in one trip 5. Factor all elements into the combined weight and dimensions

A trailer that’s not loaded to capacity might be higher because the deck has not completely flattened under the weight of the load. operations looking to move multiple pieces of equipment in one trip should factor in the combined weight and dimensions.

This information will help determine the maximum loaded deck height to keep the load from being oversized—less than 13 feet, 6 inches tall. All trailers are designed with a certain degree of camber, or the arch that forms in the center of an empty trailer, which helps prevent excessive deflection in the main beams. As the trailer is loaded, the arch flattens. A full load means a flat deck, resulting in the advertised loaded deck height. Keep in mind, a trailer that’s not loaded to capacity might be higher because the deck has not completely flattened under the weight of the load.

Once maximum dimensions are determined, it’s time to find a trailer that brings it all together. Selecting a trailer for paving equipment might come with a few more considerations, but having the right rig promises increased safety and efficiency on every job. Taking the time to work through the options with experienced dealers and manufacturers helps operations ensure they’ve got the right trailer riding between the road and the load for long-term success.

For more information, call (800) 348-5232.

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ARA

The outlook for equipment rental revenue, comprised of the construction/industrial and general tool segments, improved during the second quarter of 2021. The updated second quarter forecast released by the American Rental Association (ARA), Moline, Illinois, called for equipment rental revenue to exceed $47.8 billion in 2021, nearly a 3.5% increase over 2020 and greater than first quarter’s forecast that called for a 3.1% increase this year.

Overall, the ARA forecast calls for a 9.68% increase in revenue in 2022 to reach nearly $52.5 billion, surpassing the equipment rental industry’s previous peak revenue of nearly $51 billion in 2019.

Growth is expected to be 3.9% in 2023, 2.4% in 2024 and 3.5% in 2025 to total $57.7 billion.

The revenue increases are fueled by the expected strong demand for construction and industrial revenue, particularly in 2022, when the segment’s revenues are expected to jump 11.9 percent to $38.9 billion, surpassing the record $37.7 billion in revenue set in 2019.

Also, with the likely passage of the Infrastructure Investment and Jobs Act of 2021 (IIJA) by the U.S. Congress, the future forecast for equipment rental revenue in 2022 and beyond could be even more robust.

“Once final passage occurs, we will have more specific analysis built into future forecasts, but at first glance it looks like the IIJA could increase rental revenues by about $8 billion over the eightyear spending program the IIJA authorizes,” said John McClelland,

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Product Gallery ARA vice president for government affairs and chief economist. “That would roughly amount to an increase in rental revenues for construction and industrial equipment of 7.8% over the current forecast. While we need details on how and when the money will be spent to provide a more complete forecast on the IIJA’s impact on the equipment and event rental industry, early analysis is quite positive.”

Scott Hazelton, director, economics and country risk, IHS Markit, Andover, Massachusetts, said the timing of the infrastructure spending remains unclear, making it difficult to assess the rental forecast implications over time, but that the company, which provides data and analysis for the ARA Rentalytics forecasting service, expects to start incorporating the details into the next quarterly rental revenue forecast update.

For the time being, Hazelton said the outlook in second quarter is more positive than the first quarter because the forecast for nonresidential construction had improved and the American Institute of Architects billings index had moved into positive territory.

“When that index indicates expansion for three consecutive months, there is a high likelihood that nonresidential construction will pick up 12 to 18 months later. While this only moves the nonresidential forecast from roughly flat to modest growth, it is enough to move rental equipment demand up,” Hazelton said.

In addition, he said some of the $350 billion in undesignated funds to state and municipal governments in the American Rescue Plan is expected to be used for construction projects, which also translates into more demand for equipment rental.

Perhaps the most interesting figures included in the new forecast concern the outlook for investment. According to ARA Rentalytics, those in the construction and industrial segment are expected to increase investment this year by 48.1% to $7.2 billion and another 40% in 2022 to reach nearly $10.1 billion, surpassing the peak industry investment in equipment of $9.95 billion in 2019.

“I’m especially interested in our investment forecast. Investment in new equipment dropped precipitously—51 percent—in 2020 and is now expected to rebound by 48% in 2021 and 40% in 2022. This forecast is supported by our analysis of industry metrics that show increases in physical utilization, fleet age and fleet turnover,” McClelland said.

“These measures suggest that there has been de-fleeting and aging of the fleet during the pandemic as a reaction to the resulting economic downturn. With the economy now in recovery, demand for rental equipment is increasing. With physical utilization already high, rental companies must make significant investments in new fleet to meet that demand.”

In addition, investment in general tool equipment is expected to increase by 19.5 percent this year to reach $3.31 billion and then grow another 22.1 percent in 2022 to teach $4.04 billion.

For more information, visit www.ararental.org.

ASTEC

The Astec RP-250 is a heavy-duty 10-foot paver from Astec Industries, Chattanooga, that combines the advantages of rubber tires with the tractive effort of a crawler paver. This large footprint, 250-horsepower machine has increased traction and flotation with a smooth ride, accord-

32 // September 2021

The RP-250e highway class asphalt paver from Astec Industries features a 250-horsepower Tier 4 Final engine and hopper capacity of 252 cubic feet. ing to the manufacturer. The large tires and frame-raise are designed to provide ideal weight distribution and tractive effort.

The RP-250 features the Astec exclusive anti-segregation design of the feed tunnel, the feed tunnel discharge and the rear augers. In this design, the delta plate defines the front wall of the material tunnel, preventing mix from rolling forward under the paver. Augers are kept close to the discharge of the conveyors so material is always kept moving. The auger assembly pavers can be hydraulically raised, lowered and tilted. Electric flow gates are designed to give precise control over the head of material allowing material to be properly distributed without burying the auger and flooding the middle.

Features of the RP-250 include: • Cummins QSB 6.7, Tier 4F engine • Up to 233 fpm paving speed • Hopper capacity of 252 cubic feet • Frame-raise capability For more information, visit www.AstecIndustries.com.

BERGKAMP

Bergkamp Inc., Salina, Kansas, has launched the SP5E spray injection pothole patcher, which replaces the company’s SP5 spray patcher. According to the manufacturer, the SP5E is a safer, simpler, and more sustainable pothole patcher model. With the SP5E, each repair takes just a few minutes. Units are equipped with a joystick and touchscreen display to provide full operator control of Bergkamp’s exclusive smart patching equipment control system (SPECS). The SP5E is truck-mounted and is operated safely from inside the cab by just one operator.

The SP5E includes safety features: • One-person operation from inside the truck protects crew members.

• Asphalt repairs are handled from the front of the machine; traffic stays behind the patcher.

• SPECS monitors the front boom position, to help keep it in the safe operating zone.

• An automatic latching system allows the operator to secure the boom for safe travel without leaving the cab.

• Lights, arrow boards, and camera options (basic or 360-degrees) provide additional safety measures.

Additional updated features include the choice of single- or dual-chamber aggregate hopper, self-clearing spray head, Bergkamp’s B-FIT (follow up, inspection, and training) program, Bergkamp’s InPave® technology pothole patching management system, and a rental option.

For more information, contact government-sales@bergkampinc.com or call (785) 825-1375.

BOMAG The SP5E from Bergkamp is designed to be simple to use. Operators require only minimal training, included at startup, to become proficient in producing quality pothole repairs, according to the manufacturer. A new feature that lends to the unit’s simplicity is Bergkamp’s SPECS system, which controls material outputs according to a configurable mix design. A touchscreen provides easyto-follow steps to simplify operation. Joystick controls have been developed for ease of use and efficiency.

BOMAG Americas, Ridgeway, North Carolina, announces its ever-expanding relationship with Road Machinery LLC in Arizona.

Cole Renken, BOMAG Americas vice president—sales & marketing said, “Road Machinery is a well-respected equipment dealer serving their customers since 1955 through industry leading equipment, products and aftermarket support. By combining BOMAG Americas and Road Machinery together in Arizona we can better serve the asphalt, milling, landfill, and soil compaction for all current and new BOMAG customers.”

Joel G. Cook, president & CEO of Road Machinery, stated, “Road Machinery is so pleased to partner with BOMAG in serving our valued

www.THeAsphaltpro.com // 33

Product Gallery

BOMAG Americas has expanded its relationship with Road Machinery LLC in Arizona. customers in Arizona. I ran my first BOMAG 30 years ago as a laborer backfilling foundations and putting down road base in new subdivisions. I have always felt BOMAG was the leader in affordable and reliable compaction equipment. Fast forward to today with BOMAG’s state-of-the-art facility in the United States supporting a full line of road equipment such as mills, pavers, stabilizers and rollers makes Road Machinery happy to be a part of their growth strategy via innovation and customer satisfaction.”

For more information, visit https://www.roadmachinery.com/ or www. bomag.com/us.

DYNAPAC

For more than 50 years, LHC Inc. has provided construction services to Montana’s Flathead Valley. It performs some of the Treasure State’s largest, most complex and high-profile projects, including the construction of a nearly $34 million bypass around its home city of Kalispell. LHC’s services include design, engineering and construction of all types of infrastructure undertakings, as well as site work for commercial and other properties. It self-performs nearly every aspect of a project, including mass earthwork, utility installation, subgrade prep and asphalt paving.

LHC supplies the materials for the latter from three strategically located gravel pits around the Flathead Valley. LHC recently added its first two Dynapac CC6200 VI rollers to its asphalt paving operations. With an operating mass of 27,340 pounds and 84-inch drum width, the CC6200 VI is the largest in Dynapac’s tandem rollers lineup.

Operators Dustin Yeadon and Stanley Appelt said the machines have increased productivity and efficiency. “We call them the Swiss Army

knives of compaction because they actually work great in all three paving stages: breakdown, intermediate and finish,” Appelt said. “Typically, we just use them for the latter two because you can do both virtually simultaneously with a CC6200 VI.” Yeadon added, “The ability to get the job done with fewer passes gives us time, labor and fuel savings. We basically can run all day on less than half a tank. And, if we can handle two stages with one machine, that eliminates the need for additional rollers, which increases the savings.”

Dynapac designed its CC asphalt tandem rollers for high vibration frequency with low amplitude to maintain high efficiency on modern, thin asphalt layers. This allows them to compact quickly without crushing the aggregate material. They can also be used for thick layers with high amplitude and a “normal” vibration frequency. A wide frequency and amplitude range provides optimization in any application.

“Being able to adjust the vibration frequency increases versatility,” Appelt said. “We used the CC6200s on everything from smaller parking lots to large-scale highway projects. You can set your numbers to what you need, and it will tell you the range of where you need to be speedwise for optimized production. That helps with efficiency.”

Vibration frequency is set through the new instrument panel and controls that were designed with simplicity in mind. A bigger touch screen ensures maximum visibility. The latest technology simplifies roller operation and ensures optimized handling, thus increasing the quality of the compaction job.

“It’s very user-friendly with a dynamic screen that gives you instant feedback with information such as where you’re at in terms of impacts per foot,” Appelt said. “You can input your numbers pre-workday, so you can get right to work when it’s time. If you do need to make a quick adjustment, it’s two or three buttons and you’re back to rolling.”

Yeadon and Appelt can set how often water from the high-capacity water tank is sprayed on the drums with the control panel and a joystick button. The tank can be filled from both sides of the roller, and there is a two-bar setup on both drums.

LHC Inc. purchased the Dynapac CC6200 VI rollers from Modern Machinery with the assistance of Territory Manager Ben Ralls. Modern has a long history with Dynapac in Montana and Idaho, and earlier this year, it added Wyoming, Washington and Oregon to its territory, making it one of North America’s largest Dynapac dealers.

“Modern is well-respected in the market and a perfect fit for Dynapac,” said Dynapac North America Vice President of Sales Jamie Roush when the expansion was announced. “This partnership will enable us to strengthen our brand presence and customer support even further in this region.”

For more information, contact isaac.torres@dynapac.com.

HCSS

The Dynapac CC6200 VI roller works on a project in Montana’s Flathead Valley for LHC Inc. 34 // September 2021

HCSS, Sugar Land, Texas, was named to BuiltWorlds 2021 Infrastructure Tech 50 List, which features leading companies that offer cutting-edge infrastructure technology. HCSS HeavyBid won in the Preconstruction Planning category and HCSS HeavyJob earned a top spot in the Construction Management category.

“We are delighted that HeavyJob and HeavyBid have been recognized for the value they bring to construction companies by BuiltWorlds,” President and CFO Steve McGough said. “As the federal government

pushes toward passing a new infrastructure bill, contractors need solutions like ours to be prepared for an impending uptick in work. HeavyBid and HeavyJob are just two of our software solutions—our suite of products can help customers control and automate their entire project lifecycle to do more with less.”

The Infrastructure Tech 50 List features solutions specifically addressing the planning, design, construction, operation, and maintenance of the BuiltWorlds’ infrastructure assets such as roadways, bridges, tunnels, and more.

VÖGELE

The Vögele Super 1800-3i SprayJet paver with VR 600 screed with rear-mounted extensions offers a way to place to place ultrathin bonded overlays without worrying about tack tracking or pickup in front of the paver. Using polymer-modified emulsion from the onboard tank, a computer-controlled spray system built into the Super 1800-3i SprayJet places a bond coat over a width up to 19 feet 8 inches directly in front of the ultrathin bonded overlay.

The Vögele Super 1800-3i SprayJet has five spray bars with a total of 24 high-quality spray nozzles. Spaced 10 inches apart with a 120° spray cone, these are designed to offer a seamless application of emulsion. Depending on the type of emulsion and nozzle size, the rate of spread can be varied between 0.06 to 0.33 pounds per square foot. All the paver operator has to do is set the required quantity before spraying starts. This

Vögele SprayJet technology makes it possible to apply bitumen emulsion and perform asphalt paving in one step. produces a uniform film of emulsion, which covers the entire surface without overlaps. The nozzles operate in pulsed mode rather than continuously. This, combined with the low spraying pressure of 43.5 pounds per square inch, means that misting is almost completely prevented.

On top of this bond coat, the paver immediately places a polymer-modified, open-graded surface mix—fed by truck or material transfer vehicle—that cures very rapidly as it is compacted by a static roller.

For more information, contact Matt Graves at (615) 501-0600 x382.

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www.THeAsphaltpro.com // 35

5 WAYS TO IMPROVE ASPHALT PLANT CONTROL

BY JEFF MITCHELL

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Hot-mix asphalt (HMA) producers can improve the control of mix quality by implementing a handful of best practices. A robust blending and plant process control system could assist by automating these steps. Such steps should be integrated on a schedule that alerts you when it’s time to give them attention. Most producers also need the ability to add to and modify the system as the operation and market grows, and as specifications change.

Here are five ideas to optimize your plant controls.

36 // September 2021

1. Look at the changing technology. As developments to procedures and material designs advance, there will be more demand for additional ingredients, whether it be hydrated lime, liquid anti-strip, foaming chemistries, rejuvenators, modifiers, recycled asphalt product (RAP), and others.

If your existing control system is a relic of the past or lacks support, it might prevent you from incorporating elements and integrating equipment correctly. It may also require a large upfront cost from the manufacturer—you—to make the modification.

You certainly don’t want to cut corners to install components in a cobbled-up manner that introduces maintenance problems, or quality and efficiency complications.

2. Also consider your blending technology.

Have you ever had to wait for the extraction and gradation tests to “tweak” your liquid asphalt cement (AC) percentage? If your operations are like many plants, production cannot begin with confidence—particularly on federally funded jobs—until the first run of mix is checked for AC content and gradation. In some cases, people are adjusting the mix every day or certainly every week. If you can avoid this with reliable, real-time data from your blending controls, you can begin each production day with assurance. A comprehensive blending computer control can help your facility produce mix designs that are on target.

LEFT: The Accu-Track™ Advantage control system is designed to monitor hundreds of points on the plant multiple times per second, providing an alarm when there’s an upset or sequentially shutting the plant down if the problem is critical to operations and mix integrity. ABOVE: Producers should set the common “problematic” conditions for automatic alerting. RIGHT: Guess which one is the RAP pile and which is the pulldown (or waste) pile. You may have guessed incorrectly, because, before this plant had more robust process controls, the pulldown pile was 10 times the size of the RAP pile.

Photos courtesy of Stansteel 3. Regarding start-up times, consider the start-up and shutdown mix going to the waste pile at your plant. It’s not unusual for many contractors to report 100 tons or more a week in “pulldown piles.” This turns into real waste because the AC extractions are all over the place, meaning it can’t easily be metered back in as recycle. If you can minimize hot stops and starts with precise production and accurate silo inventories, you can reduce the waste going to the pulldown pile.

4. As previously mentioned, some of these conditions should be set for automatic alerting. For example, not all producers remember to calibrate their belt scales on a regular basis. This is something that needs

to be done more than once a year. A system like the Accu-Track™ Advantage from Stansteel has a built-in calibration deviation alert that notifies the plant operator when a belt scale or liquid AC metering deviates from setpoint.

5. A modern way to “alarm” your plant in the event of a feeder no-flow, a fines or dustplug situation, an empty AC tank, a high-level alert in a silo, and so on is crucial. With a general industry condition of fewer plant operators and grounds people, personnel have many tasks to take care of in a day. It has become extremely challenging

to watch and monitor plant operations in addition to managing truck traffic, loader functions and communication expectations. With the advanced and sophisticated controls available, like the Accu-Track Advantage, the systems monitor hundreds of points on the plant multiple times per second. Any upset will either provide an alarm or sequentially shut the plant down, depending on how critical it is to the operation and integrity of the mix.

Jeff Mitchell is the director, Stansteel Asphalt Plant Products. For more information, contact Stansteel at (800) 826-0223.

www.THeAsphaltpro.com // 37

HOW TO GET THE MOST OUT OF YOUR ASPHALT PUMP

BY MICHAEL COBURN AND JEFF PETERSEN

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The varying properties of asphalt make standard pumping technology ill-equipped to tackle the challenges asphalt poses. That’s why having the right pump is just the start. You must follow best practices and procedures to successfully handle asphalt. This article will review the proper procedures to process this challenging substance while getting the most out of your asphalt pump.

Asphalt comes in several variations, with each creating unique challenges for pumps.

The most common—liquid asphalt cement (AC) for use in hot-mix asphalt (HMA)—is used heavily in paving projects. AC’s main challenge in the production process comes from temperature variations that can alter its viscosity, making it challenging for standard pumps to reliably process.

Emulsified asphalt—composed of a mixture of AC, an emulsifying agent (surfactant) and water—is prone to shearing. Pumps that handle it need extra internal clearances, the ability to operate at a reduced speed and, in some cases, be fitted with special idler-bushing lubrication methods.

Filled asphalt, also called coating asphalt, contains limestone or other abrasive particle concentrations of 60 to 70%, making them very abrasive. Pumps that process filled asphalt typically require hardened cast-iron or tungsten-carbide bushing sets, as well as a hardened case, head, rotor gear and idler gear to maximize pump life and increase productivity. The pump speed should also be reduced when handling this abrasive asphalt to optimize component life.

JACKETING FOR OPTIMAL EFFICIENCY

As we know, asphalt pumps must maintain specific thermal conditions to ensure proper functionality. That’s why heat distribution becomes essential, and this can be accomplished with jacketing.

The key is identifying your problem areas or cold spots, which become problematic over time when handling asphalt. The most common cold spot on an asphalt pump is behind the rotor, as well as the rotor bearing sleeve.

Neither spot transfers much asphalt, which also means they don’t retain heat. In other words, these are dead zones that should be a priority for jacketing.

The first area to jacket should be the rotor bearing sleeve, given its importance to the entire system. If the liquid asphalt becomes cold in that area, the substance could solidify and make it difficult for the pump to turn, or worse, damage the pump internals.

The area directly behind the rotor is similarly important. Many pumps do not have jacketing in this critical area and as a result,

The V Series pumps from EnviroGear offer a variety of features to assist with heating and flow requirements. Photo courtesy of EnviroGear 38 // September 2021

asphalt often solidifies here after the pump has cooled. Failure to heat this area will prevent the pump from starting properly and may cause damage or failure. After start-up, continuing to heat this critical area helps to maintain fluid temperature and viscosity in this specific area of the pump, ensuring the highest level of efficiency and performance.

Neglecting the area behind the rotor and permitting cool asphalt to set will at minimum reduce efficiency and may result in damage to the pump.

In addition to heating the critical areas of the pump, upstream and downstream piping are also important. The piping typically has some type of heating applied to all or most of the piping (hot oil, steam or electric elements) as well as insulation to retain heat. Because the time required to completely heat the AC to a liquid state in the pipe is less than within the pump, the pump is often the last to come up to temperature unless additional jacketed areas on the pump are used. However, in the event a cooled slug of asphalt does break loose in the piping or pump, it can cause some type of blockage or restriction. This condition poses a challenge to the pump if it is on the discharge side, causing an increase in pressure, or on the inlet side, starving flow into the pump inlet. It will begin to soften as the hot asphalt flows past even if it is at a low flow. Once the cooled piece of AC is hot enough to mix with the liquid AC, the pump can operate in the most optimal conditions. A robust startup procedure allowing both the pump and piping to come up to temperature, at which AC is completely liquid, is best to avoid these issues.

Jacketing becomes even more important when linking several pumps together—in parallel or a series—for asphalt applications. Both options require plumbing between the pumps, which automatically creates spots—the entry and exit points— prone to losing heat.

When linking pumps in series, there are a few considerations. The first is to identify the known cold spots—usually the area behind the rotor—and jacket them accordingly. You’ll also want to start your series run on the back side of the case, run it to the rotor bearing sleeve and then run it to the head and valve and finally to the hot oil supply. That’s one scenario designed to provide even heating throughout the series of pumps.

A parallel setup, while more difficult to establish, tends to provide better temperature uniformity throughout the entire pump rather than a gradient. While it’s not as common as a series setup, if it works for your application, it offers consistent temperatures throughout the pump.

Overall, jacketing the cold spots in an asphalt pump ensures that heat stays in the pump to keep the product at the proper temperature. This keeps the pump running optimally and efficiently. The more jacketing that you have, the more heat you can throw throughout the entire pump.

WE HAVE YOUR HAULING NEEDS COVERED

START UP AND RUN SPEED

Running a pump cold isn’t ideal in many applications, but especially not when it comes to processing asphalt. Operators want to have a heated pump when asphalt passes through. Otherwise, they run the risk of cooled asphalt bonding and sticking to the pump internals.

If you start a cold pump (one that has just returned from service or repair) without jacketing, you run the risk of the cold asphalt restricting flow in the pump and lines.

Without proper heating, solidified asphalt restricts flow through the pump, which in turn increases the discharge pressure until the pump reaches steady state flow. This over-pressure condition is problematic especially for pumps without thrust control.

Without thrust control, the over-pressure condition can cause the rotor to thrust axially, which may damage the rotor, idler gear or head. This ultimately leads to premature wear or damage and the need to repair or replace the pump.

Maintaining process temperature in the pump also ensures a lower viscosity for asphalt, which in turn allows the operator to run the pump at higher speeds. In a non-jacketed or inadequately jacketed pump, the loss of heat means the asphalt will cool down and solidify, limiting the ability to run at higher flow rates. Operators will need to remedy this by slowing the pump down to avoid damaging it. Slower pump speed results in lower efficiencies, loss of production, and likely results in lower profitability.

In a properly jacketed pump, an operator can run the pump at higher speeds because maintaining temperature keeps the asphalt at the proper viscosity. The asphalt can thus pass through the pump at increased flow rates without damaging the equipment. By optimizing jacketing to maintain temperatures within the pump,

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an operator can maximize the speed and flow of the pump while reducing maintenance and replacement costs.

INTERNAL DEBATE

The internal composition of your pump also plays a major role in its functionality in asphalt applications. The rotor is the driving pulse of the pump and must be specified appropriately for your application. Cast iron rotors are common, but conditions like abrasives and higher pressures may dictate the need for something more robust. While steel is strong and durable, it is also more costly than other materials that offer similar properties. Ductile iron offers comparable properties to steel, but with a lower price point. Ductile iron, like steel, can handle the changing composition and abrasive nature of asphalt without compromising its performance or durability. It also allows the handling of higher pressures and temperature conditions.

Ductile iron can be used across the pump, including the surface hardened case, the pump head, the rotor, idler and shaft. Regardless of asphalt type, ductile iron has the strength and integrity to handle it. It also ensures long pump life.

Another important consideration is internal clearances. Internal components endure significant stresses when pumping asphalt. With incorrect clearances, common failures can occur from the bushing, gear or shaft. Without the proper clearances or material composition, viscosity changes from temperature swings can cause asphalt to solidify in the pump or piping system, causing rotor geartooth failure.

REBUILD OR REPLACE

Pumps can’t last forever, but their life can be extended depending on how well the operator takes care of them. Generally, routine maintenance remains the best option for getting the most out of your asphalt pump.

But as time goes on and performance begins to suffer, the choice tends to come down to two options – rebuild or replace. Typically, pressure loss serves as a prime indicator that something needs to be fixed on a pump. When a pump can’t build pressure and can’t make flow to overcome pressure losses, that’s usually a sign that it needs a rebuild.

Naturally, these pressure losses could come from several culprits, such as bushing wear, rotor wear and/or head wear. Of course, these

things are unknown until an operator opens the pump to see what’s causing the problem. If it’s a component or two, then a rebuild makes the most economic sense.

An inspection, however, can also show that more than a few components will need to be replaced. A single bushing or seal repair won’t negate a replacement, but if more than two components are at fault, the price point begins to inch closer to purchasing a replacement.

While replacement of a pump will eventually occur, the best way to prevent it from happening prematurely is to keep asphalt pumps at the optimal temperature with jacketing while making sure to do the scheduled maintenance.

Asphalt can be a difficult substance to pump given the requirements to ensure smooth flow and pump longevity. Proper care and operation are the best practices to get the most out of your asphalt pump for at least a decade, if not longer.

Michael Coburn is the product manager for EnviroGear®. He can be reached at Michael.

Coburn@psgdover.com. Jeff Petersen is the business development manager for EnviroGear in North America. He can be reached at Jeff.Petersen@psgdover.com.

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Find Training

F

For this edition of AsphaltPro, we’re devoting more pages than usual to training. Let’s face it, today’s construction workforce doesn’t look like the workforce of the 1970s or ’80s.

Workers may or may not have any idea what they’re signing up for when they fill out an application to join the paving or production crew. Just because our industry offers excellent pay and the instant gratification of a gorgeous roadway at the end of the day doesn’t mean every person signing up will know how to earn the paycheck and place the pavement. It’s our job to teach the newcomers to the industry.

Frustrated workers who find themselves in the hot seat for failing at a task or who find themselves in harm’s way when members of the crew are ignorant of best/safest practices are the workers who will leave in a hurry.

Let’s use the following pages to discuss what options associations, consultants, original equipment manufacturers (OEMs) and service providers offer to help you train workers on the job.

I would be remiss if I didn’t draw attention to the online course AsphaltPro Magazine offers. For the course, we worked with Paving Industry Consultant John Ball of Top Quality Paving & Training, Manchester, New Hampshire, to develop an eight-module online resource of back-to-basics paving best practices. It’s designed to bring new hires up to speed or to offer existing workers a refresher on concepts and tips for getting quality results. We priced the course so you can buy it once but have access to it whenever and wherever you need it, to use it with as many workers as you need to train as often as you need to train them. In other words, you buy it once and use it for the life of your company.

The paving portion of our industry isn’t the only area where training is essential.

Clarence Richard Company has offered webbased training as a portion of its instructor-led asphalt plant operation schools for a number of years. “He started out 20 years ago by offering classes in his local area with himself and a few guest instructors,” Steve Klein explained. “This quickly grew into a traveling road show of classes scattered

44 // September 2021

BY ASPHALTPRO STAFF

around the country. Each class in a motel conference room for a week with participants from a regional area. The cost of not only the classes, but lodging and travel, were added to the classes. This lasted a number of years before manpower and travel needs had Clarence evolve the training sessions into an online school. He offered individual lessons via an Adobe online-based school with separate modules for instruction in different areas, review and testing sections to make sure the material was understood.”

While students were learning in this format, Richard found this style of classes didn’t offer the kind of interaction where individuals could ask the instructor or classmates questions. He solved that by moving some of the training sections to Zoom. “They implemented the use of the breakout rooms and polling for testing, as well as YouTube,” Klein explained.

Richard also re-connected with Klein from the original classroom schools and went over material to decide how best to offer the newand-improved Zoom schools. They now offer five-day-long areas with a mix-and-match approach. They include: 1. Safety 2. Mix Quality 3. Production 4. Electrical/Mechanical Day 1 5. Electrical/Mechanical Day 2 “Companies could take one, two, three or five days of classes,” Klein shared. “By offering different combinations over multiple weeks, they could tailor the schools to their needs.

“During the classes, the instruction used some of the web-based training aids along with fresh material and examples. During the presentations, not only were the students encouraged to ask questions for clarification, but also to share stories and experiences that they had encountered. We even took one day where, in place of each group breaking for lunch and returning, we had a Zoom style lunch break with ongoing conversations. With this back-and-forth sharing, the school was similar to the older training with new advantages.”

Web-based training advantages, Klein shared, include: • Transportation only to their local workplace or internet access point • Shared expenses with other class members • Questions answered in real time • Handouts and worksheets received via email • Flexible scheduling for classes • Ability to pick up a missed class or portion of a class recorded to the cloud • Full days of training; if a conversation runs long, it can be extended for full answers • Classes bring value to all levels of training and experience Not all learners take information in over the web or during a Zoom conference as well as they do during a live demonstration or in person. To that end, contractors and producers have options in the industry. The team at Astec has announced dates for the Astec plant school and Astec paving school as of press time. Those schools will be held at the Jerome Avenue location in Chattanooga.

With Libra Systems’ controls and systems now folded into their offerings, the team at Command Alkon offers in-person training for customers. A spokesperson shared: “Command Alkon’s TRAININGDAYS gives system users the opportunity to stay up to date on evolving industry best practices, solutions feature sets, and leading technologies. Users can freshen up skills, industry network, and strategies for success. Participants can attend classes from a single product line or mix and match classes across product lines to meet training needs.”

Other companies offering in-person training include those who will come to your location. A spokesperson for Tarmac International said: “At Tarmac, we enjoy meeting our customers in person and helping them with their equipment at their site. Being in person and at your site helps us to have a better picture of your whole plant and operation. Something you might not think would make a difference could be the key to improving the way your plant works.”

B&S Light Industries team members go to customers to offer training as needed to ensure controls systems are understood and all members of the team are using the systems at top efficiency.

E.D. Etnyre offers training at its facility in Oregon, Illinois. Brian Horner explained: “We have two types of schools; one for dealer mechanics and one for customers, with several sessions of each. Customer schools are normally two-day class (one for distributor and one for chipspreaders); dealer schools are normally four-day schools. Customer schools include operation, safety, maintenance and troubleshooting. Dealer schools are more mechanical in nature.”

Because Etnyre works around trade show schedules, dates hadn’t been set in stone at press time, but Horner explained the dealer schools normally are held in February with customer schools in March. Historically, the company hasn’t charged for training schools.

TransTech Systems Inc. also offers specific free training, by appointment. “TransTech Systems Inc. offers free density clinics. Our team provides a class that covers overall density, as well as operation and use of the non-nuclear density asphalt or soil gauge.”

If you’re in need of such training, you should contact TransTech Systems directly. “Our clinics are by appointment, and dependent upon social distancing protocol, may be in person (at our office) or virtual.”

BOMAG Americas Inc. shared: “We provide hands-on training at our facility in Ridgeway, dealer locations and customer locations.”

Jerod Willow of Willow Designs offers density training for customers as well. “I believe that asphalt construction in all of its phases is an obvious skill set—a skill set that is only defined and improved upon by direct action and hands-on experience, like most trades. Briefings and techniques taught in small segmented time frames and then applied directly to field applications provide the best and quickest results, especially when the group of trainees is small, which instills a higher comfort level to interact with the instructor. I find it hard as an instructor to convey and highlight certain details of asphalt construction in webbased form.

“Even before COVID, I have always encouraged my clients to contact me to provide phone support. A majority of the time we can talk through project details, analyze the problem, and I can provide multiple

Clarence Richard Company offers its instructor-led asphalt plant operator schools via Zoom. solutions. I believe there is value in e-learning or webinars but only at the fundamental level or for recertification.”

TQP’s Ball follows that line of reasoning.

His training is based on going to a site with a crew, assisting the team in real time, taking pictures of what’s right and what’s wrong with equipment setup, taking video of practices and processes, and training in-person, on the job, with the company's existing equipment, personnel, and material. At the end of a week with a crew, he gives a detailed report to the team and/or management, giving them a USB drive containing the 150 to 200 pictures and 20 to 25 short videos from the week, and offering ideas for areas of continuing improvement.

Considering he led training for Pike Industries before building his own consulting business, Ball brings decades of paving and compacting experience to each crew he works with. That kind of knowledge keeping up with today’s thermal profiling and automation advances offers a sharp advantage to the crewmembers willing to learn from him.

For companies looking to take crewmembers off-site, there are state association lunch-n-learn sessions, local associated general contractors (AGC) seminars, trade industry conferences, and more that offer everything from regional to national to online learning opportunities. Don’t forget to check out the resources your state asphalt pavement association offers when it comes to annual meetings or monthly workshops. The big industry conventions include the co-located World of Asphalt and the National Stone, Sand, and Gravel Associa-

tion’s AGG1 Academy & Expo taking place in Nashville in 2022.

“NSSGA continues to utilize innovative technology to bridge the gap between members who are able to join in person and those that would prefer to participate digitally.

We understand that the online and e-learning platforms can’t fully replicate the camaraderie and networking experiences.

NSSGA works to provide all members and attendees with different user-friendly experiences whether attending in-person or virtually to maximize their experience.”

“Though in-person connections and relationships between peers that are created when attending an event can be considered priceless, it is NSSGA’s ongoing promise to create an omni-channel approach to our events, and recently we have started to successfully host blended meetings by offering both in-person and virtual option. This will continue with our 2022 AGG1 Academy & Expo.”

You can grab more information about the AGG1 Academy & Expo’s education sessions at the website. Because the show is co-located with the World of Asphalt and its education arm, you can take advantage of asphalt-centric training during the same convention. Check out the WOA education session at the website.

As always, AsphaltPro magazine brings you training tidbits in our Training department as often as possible. Those articles are uploaded to the Training department tab on our website. Be sure you sign up for the free Toolbox Tips e-mail that brings you a quick, easily applicable talking point each Monday morning at https://theasphaltpro. com/upgrade-daily-toolbox-talks/.

www.THeAsphaltpro.com // 45

How to Control Dust During Production

T

The father-son team of Lloyd and Jason Vivant ran the plant for McNamara Contracting in Rosemount, Minnesota, 25 years ago.

Lloyd wanted to control the amount of dust going back to his mix evenly and reject the difference. He set up a system to do just that.

Today, the system design still works well for Jay. The size of the bin has increased to take on unwashed material. The savings from not washing material is threefold: 1. Cost of washing is abated; 2. Plant production rates are increased with drier material; and 3. Energy use decreases with drier material.

Because the minus 200 dust product may vary excessively at times, this can be an ideal opportunity to reject the excess. Let’s look at how you might do this at your facility.

The aggregate drying process inherently separates the fines from the on-spec material. When air velocity changes, whether that’s due to production, moisture or temperature variations, through the dryer, so does the size and amount of fines separated. Consequently, the loading of the baghouse changes and so does the amount of dust returned.

Complicating the issue further is the baghouse discharging the dust in sags and surges, which can be as high as plus or minus 21% over a three-minute period. Adding insult to injury, the hot stops allow the bags to relax when the fan is turned off causing most of the dust to fall and fill the auger below.

When the plant is started again, the dryer initially sees the full auger surge (+59%).

Because the bags had released most of their dust, the augers run empty until the bags build up the dust cake again. This situation then causes the dust to go from the surge to a sag (-59%) until it slowly builds up the dust cake over a five-minute period.

There are some basic steps the plant operator must execute to ensure he isn’t chasing ghosts and is getting the correct fines metered back to the drum. Let’s look at those steps.

46 // September 2021

BY CLARENCE RICHARD

1. Practice correct operating procedures, which involve slowly changing from one production rate—or temperature—to another, maintaining consistent aggregate moistures, and slowly changing exhaust damper or fan speed settings.

2. Invest in the right equipment, such as a surge bin with flow measuring and control. You want the baghouse dust to be continuously fed to the surge bin (indicated by the number 1 in the photo). In order to use all the dust while smoothing all the sags and surges, the operator will set his vane feeder discharge speed so the level fluctuates between the low and middle-level bindicators during normal operation and between the lower and high-level bindicators during a

hot start. Notice the change in bin-level tolerance is significantly different between steady production and startups; startups can take the system five minutes to recover. It’s that five minutes of dust that forces us to use the extra volume available in the storage bin.

The surge bin should be sized to absorb these fluctuations. When rejecting dust, the operator can set the dust flow controller to the percentage wanted.

The flow scale (indicated by the number 2 in the photo), reports to the controller and increases or decreases the vane feeder depending on the plant rate. The excess fills the surge bin and is rejected out the second surge bin auger discharge port.

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When the plant is started again, the dryer initially sees the full auger surge.

These systems usually are added as a retrofit. The picture below shows the controlling device to be regulated by the plant blending control by what is passing through the scale below. Owners should specify the control scheme they want their blend control to respond to. The author suggests the procedure below to get the full benefit from the new equipment. Remember, the control mode position switch has three options: feed/reject; sag/surge; and manual.

MODE 1. REJECT EXCESS DUST

In Mode 1, the dust bin with an auger dust spillover, the discharge port is used to automatically reject what the vane feeder does not take away (i.e., the dust the plant does not use as a percentage of dust being added to the mix). The vane feeder is controlled by the plant blending computer in a closed-loop PID type control to setpoint percentage of material delivered to the drum as measured by the rate of flow through the continuous weigh scale. If this mode is selected and the percentage is set too high, some of the sags and surges will pass through. Upon hot start, the blending control should “remember” what the speed was when hot stopped and held for preset time for major surge-sag to pass and then release to PID control. (Upon hot stop, the bags usually release much of the dust held up in bags when fan airflow is stopped, and this fills the bottom augers. It will take the bags another baghouse cycle time to recharge the bags.)

MODE 2. SAG/SURGE CONTROL

In Mode 2, the speed of the vane feeder is based on finding the average speed it takes to keep the level of the bin as close to mid-level as possible (at least to keep from reaching high or low levels). If you experience a high-level bindicator (dry contact closure) reading, the speed signal should increase (preset adjustable speed up signal).

Low-level bindicator (dry contact closure) should slow the speed signal down (preset adjustable speed down signal). Mid-level

48 // September 2021

Jay Vivant still uses the system his father set up to meter the amount of dust going back to his mix in an even, controlled fashion while rejecting the difference.

Dust should be controlled as closely as cold feed bins, and in some cases more closely. bindicator (dry contact) should give the operator an idea of how fast the bin is filling or emptying to help in setting where preset adjustable speeds should be set.

MODE 3. MANUAL CONTROL

In Mode 3, the operator adjusts the speed as he sees fit. Unfortunately, operators usually set the vane feeder to keep the bin near empty, which defeats the purpose of all this equipment. For controlling surges, set the speed so the bin does not run empty and minimizes the time the bin is rejecting.

When rejecting, feed the plant what it needs and everything else takes care of itself.

Dust should be controlled as closely as cold feed bins, and in some cases more closely. This is a great system to improve your mix quality.

For more information, contact Clarence Richard at (612) 590-0993.

The plant blending control regulates the controlling device, controlling what is passing through the scale below.

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Off the Mat

How to Get Better Takeoffs and Estimates A

As the construction season winds down in many parts of North America, bidding and estimating may be on your mind. It’s a fact that estimators are often racing against the clock when preparing an estimate, a bid, design plans, construction takeoffs and the like. These staff members juggle multiple projects any time of year.

“Contractors live and die by the quality of their estimating department,” said Abe Schainker, senior vice president, cost management for JLL, a professional services firm specializing in real estate and investment management.

Anyone reading understands the concept: if you bid too high, you risk not winning the job; if you bid too low, you could lose money on the job.

“The estimating system is the sales tool of the construction world,” said Jeff Gerardi, president and CEO of ProEst, a provider of technology to automate the estimating and preconstruction process and an exhibitor at CONEXPO-CON/AGG 2020.

Obviously, you’ve got to win business to stay in business and that starts with a construction takeoff.

A construction takeoff determines how much material is needed to complete a job.

Multiply by the number of units by the price of the material to calculate your material costs. Add in the cost of labor, equipment, subcontractors and administrative personnel, fees, insurance and desired profit. All of this goes into the estimate. The tools for the job have evolved over the years from hand scales and wheels to sophisticated software.

ESTIMATING SOFTWARE

Microsoft Excel spreadsheets are the most common way to put together estimates.

When Sandy Lender, editor of AsphaltPro, was preparing for in-depth understanding of the pavement preservation arena for our PavingPro and PreservationPro supplement products, she worked part-time in the office of a local sealcoating shop where one of the owners went out to measure jobs reg-

54 // September 2021

ularly. That individual then returned to the office with numbers written on paper, gave those numbers to Lender to type into an Excel spreadsheet, and they prepared estimates and daily job worksheets based on pre-figured materials costs. It was the most efficient that office could be at the time. Gerardi cites compelling reasons for moving to a cloudbased estimating platform instead.

Collaboration is a significant driver. “As multiple people get involved in putting together an estimate, the ability to collaborate on an estimate in real time is important,” Gerardi said. “As a company grows it becomes more apparent that you need to better manage the estimating process.”

ProEst is designed to make it possible to scale up without incurring additional costs because fees are not charged per user. Instead, companies pay a small percentage of the value of the jobs they are awarded.

“We want everyone to have access to the software,” Gerardi said. A cloud-based platform means that contractors don’t have to worry about maintaining or updating the system. Being accessible from anywhere is an advantage for an increasingly mobile workforce.

In Excel it’s more difficult to lock down standard pricing and productivities with multiple users. “If you want to re-use information and track historical trends, that’s where Excel is not going to be beneficial,” Gerardi added.

Schainker sees advantages to estimating software but he doesn’t believe it’s for everyone.

“Contractors may feel their templates are working just fine and they don’t want the added complexity,” Schainker said.

“There are pros and cons to both options.”

The fact that Excel is included with the cost of a computer purchase makes it attractive. Excel spreadsheets are also very flexible and can be highly customized to a particular project.

Estimating software has the advantage when it comes to accessing data that can be

LEFT: Abe Schainker, senior vice president, cost management for JLL. RIGHT: Jeff Gerardi, president and CEO of ProEst. used by multiple people throughout the organization on future projects. “One of the biggest benefits is to data mine the information for later use, such as the cost of concrete or structural steel,” Schainker said.

Speed is essential to successful estimating, and it may be a good reason to move to estimating software. According to Gerardi, ProEst users experience a 50% productivity gain versus Excel. Payback on the investment is typically achieved within one year.

Contractors can determine an estimated ROI with a calculator on the ProEst website.

As discussed in this month’s New Tech department, Go iPave has launched its Instant Estimator add-on service for its users. This lets customers who would formerly use the measurements made with Go iPave to calculate time and material manually, to switch to an app that gives them real-time calculations.

“With Instant Estimator, users can get time and materials estimates in real time as they measure,” said Chris Ascolese, Go iPave’s head of business development.

With Instant Estimator, users create a library of services they offer and customize each service based on materials used and production rates. “They can do their job costing based on what they know their crew can do,” Ascolese said.

If you decide that estimating software is right for your business, look for those that integrate well with your construction management software. Integration means you can easily compare estimates with actual costs as

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Off the Mat you move from project conception to completion. The Equipment Manufacturers Association (AEM) pointed out on the CONEXPO-CON/AGG website, when it comes down to selecting bidding software it’s easy to be overwhelmed by the choices. If your work is focused in a single area, you can narrow your options by directing your attention to software geared to a specific market such as highway/heavy construction. These options are likely to have templates that are specifically designed for your type of work.

USE OF TOOLS

Regardless of the tools used, estimators need to fully understand the construction process and how the estimate will be used.

“Estimating tools are only as good as the user that wields them,” Schainker said.

Sometimes owners ask for a preliminary bid and other times they want a full lifecycle analysis. At the beginning of a project, estimators may only be working with a description of the project, rather than drawings.

“We have to price not only what is shown but the entire scope of the project,” Schainker said.

He cautioned that default unit pricing may not fully account for all the factors that can affect the price of materials and labor including construction volume, availability of key trades, and supply chain issues. “All of this needs to be reflected in your estimate,” Schainker said.

As an owner’s representative, he wants to be sure the contractor’s estimates are accurate, and there aren’t going to be any surprises. “I am not here to beat up on the contractor,” Schainker said. “Everyone has a right to make money.”

BUILD TALENT IN-HOUSE

Estimators in the United States often learn their skills on the job. Schainker believes few construction management programs give estimating the attention it deserves. Estimators are always in demand and it’s difficult to find people with the right experience.

“The solution is to bring on more junior people and spend time teaching them how to read drawing and specifications,” Schainker said. “They need to learn how to ask the right questions.”

Unfortunately, it’s not uncommon to invest time training someone, only to have them leave.

“There’s no quick fix to the problem,” Schainker added.

Luckily for contractors, as Tom Webb, vice president of Products for HCSS, expressed on the CONEXPO-CON/AGG website, “Good software can help two estimators do the work of five.”

Based on Schainker’s experience, project overruns are usually a matter of the scope of the project changing without the budget being updated, rather than a failure of the estimator. Regardless, a final audit is a good way to identify what cost estimates were accurate and why there were variances on other projects.

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58 // September 2021

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new tech

Go iPave Adds Up Go iPave is a software program for measuring and estimating residential and commercial paving and pavement maintenance projects. Since 2009, the tool has aimed to make it easier and faster for paving contractors to view and measure property from their computers.

In September 2021, the company released Go iPave Instant Estimator, which allows paving contractors to produce time and materials estimates as they measure the job. “It’s a fully customizable system for automating the estimating process,” said Go iPave President Curt Conrad.

G

HOW TO USE IT

The user enters an address into the software, and Go iPave pulls up the property in high resolution satellite and aerial imagery.

“Go iPave is very intuitive and easy to use, so contractors can start measuring in minutes,” Conrad said. Go iPave also offers support via chat, email and phone, he added. “It’s a fast, accurate way to measure and calculate materials contractors need to bid and win jobs.”

The user can zoom out to see the entire project or zoom in to view details like cracked pavement. Go iPave’s oblique imagery feature lets users see the property from multiple angles and trajectories, as well. From there, the user selects the measuring tool to measure area, distance, volume, count and more, before exporting the data into a spreadsheet.

Prior to the launch of Instant Estimator, which is an add-on service for Go iPave users, customers would use the measurements made with Go iPave to calculate time and material manually or with other programs like Excel. “With Instant Estimator, users can get time and materials estimates in real time as they measure,” said Chris Ascolese, Go iPave’s head of business development.

With Instant Estimator, users can create a library of all the services they offer and customize each service based on materials used and their production rates. “They can do their job costing based on what they know their crew can do,” Ascolese said.

60 // September 2021

Go iPave can be used to divide paving projects by segments, both to calculate materials for specific areas and to explain to customers where the crew will be working each day.

For example, if a user knows their crew can fill a pothole of a certain size in a set amount of time, with a specific amount of material, they can enter that information into Instant Estimator. The next time they perform a job of that type, those calculations will be done automatically based on their parameters as they measure. Users can also change those parameters if they find they’re working more quickly than anticipated or if they expect a complex job to take more time or material.

need to go back to a property for another service years later, you can easily pull up that data from past projects there,” he said.

Users can also use the Tag feature to organize projects by zip code and type of work. “Tagging is a powerful feature that allows you to see what types of work you’re doing most,” Conrad said. Tags can also be used to organize potential projects into specific marketing campaigns that you might repeat in the future.

BEYOND MEASURING & MATERIALS

GO IPAVE IN ACTION

Although Go iPave and Instant Estimator can be used in tandem to measure jobs, estimate materials and more, the tools can also be used as a sales tool or a property intelligence asset.

Go iPave’s Groups feature allows users to separate, categorize and color code measurements in multiple ways. For example, the user could group sections by treatment type. The Groups feature can also be used to outline each phase of the project.

“This provides a great sales experience to show prospective customers how their job will be handled,” Conrad said. “Potential customers are impressed as they see their job unfold visually one phase at a time. And, those site maps provide operational excellence by ensuring crews are performing the work efficiently and correctly.”

The tools can also be used as a property intelligence asset, Conrad said. “When you

Exterior Maintenance Service LLC, Nashville, Tennessee, regularly makes use of Go iPave’s Groups feature to walk potential customers through projects. “We noticed that almost every potential customer commented about how impressed they were with the property map, and some said it influenced their buying decision,” they said.

Eosso Brothers, Hazlet, New Jersey, said Go iPave has made its estimating more efficient, which has enabled them to bid more work. “We still have to put time into pre-inspections, but not as much time out walking the site with a wheel,” the company said.

Conrad summarized it well: “Go iPave significantly reduces measuring time and fuel costs. Over time, these systematic efficiencies can produce compounding competitive advantages and profit for your paving business.”

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Meeker Equipment Headquarters 4381 Front Mountain Road Belleville, PA 17004 Phone: (717) 667-6000 Fax: (717) 935-2389 E-mail: info@meekerequipment.com

Online update

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Join the conversation with AsphaltPro online, on our social channels, our website and our blog.

Headlines from the AsphaltPro blog: theasphaltpro.com/asphalt-blog

John Deere and Hitachi Construction Machinery to End Joint Venture Manufacturing and Marketing Agreements Asphalt Pavement Alliance Now Accepting 2021 Perpetual Pavement Award Nominations OSHA’s Stance on Employer Vaccine Liability

We Asked, You Answered!

Pick your favorite pair of twins! Twin silos or echelon pavers? #nationaltwinsday both 20%

Pavers 50% pavers 50%

Silos 30% Both 20%

silos 30%

TOP POSTS How it’s been vs. how it’s going for #womanofasphalt Gemma Forsythe!

Read more about Gemma’s experiences in the asphalt industry in Australia on theasphaltpro.com

facebook.com/ AsphaltPro twitter.com/ asphaltpro

linkedin.com/company/ asphalt-pro-magazine instagram.com/ theasphaltpro

www.THeAsphaltpro.com // 63

UPGRADE YOUR HEATING SYSTEM D&H Equipment Manufactures Thermal Fluid Heaters

D&H Equipment manufactures efficient and reliable thermal fluid heaters.

Our thermal fluid heaters provide the following: • • • • •

1 - 4 million BTU/hour output.

Dual-coil, multiple-circuit or three-pass design.

Rated for temps up to 660 degrees F. Fast heat transfer when you need it.

Custom single or multiple circuit operation.

For more information email sales@dhequip.com D&H Equipment, Ltd. 1564 TX-Loop 163, Blanco, TX 78606 (830) 833-5366

SAVE THE DATE!

2022 NAPA ANNUAL MEETING

SC TTSDALE 64 // September 2021

January 23-26 The Phoenician AsphaltPavement.org/Annual

ad index Almix . . . . . . . . . . . . . . . . . . 7

Minds . . . . . . . . . . . . . . . . . 57

Ammann . . . . . . . . . . . . . . 13

National Credit Card Processing Group . . . . . . . . . . 63

ASPHALT PLANT TRAINING!

Astec Industries . . .Inside Front Cover, 47

Olson Homestead . . . . . . . . . 35

B & S Light . . . . . . . . . . . . . 18

Process Heating . . . . . . . . . . 56

Blue Roads . . . . . . . . . . . . . 55

Pugmill Systems . . . . . . . . . . 27

Brock Industries . . . . . . . . . . 66

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

Clarence Richard Co . . . . . . . 65

DATES: Feb. 1 - Mar. 11, 2022

Roadtec . . . . . . . . . . . . . . . .11

D&H Equipment . . . . . . . . . . 64

Sripath . . . . . . . . . . . . . . . . 40

Private Workshops Available

E.D. Etnyre . . . . . . . . . . . . . 39

Stansteeel . . . . . . . . . . . 29, 59

Elementsix . . . . . . . . . . . . . 33

Systems Equipment . . . . . . . .27

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

Top Quality Paving . . . . . . . . 51

Green Products . . . . . . . . . . . 17

Tarmac . . . . . . . . . . . . . . . . .23

KPI-JCI . . . . . . Inside Back Cover

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

Meeker . . . . . . . . . . . . . . . . 62

WEM Automation . . . . . . . . . 53

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.

LIVE ZOOM! Plant Operation • Plant Quality Assurance Plant Safety • Electro-Mechanical Systems and Troubleshooting

CALL NOW TO REGISTER! Phone: 952-939-6000 or Email: carrie@clarencerichard.com Clarence Richard Co. • clarencerichard.com

www.THeAsphaltpro.com // 65

We’re on it.

BROCK is proudly manufacturing equipment and supplying parts for hot mix asphalt plants. www.brock.industries | 2011 West Polymer Drive, Chattanooga, TN 37421 | 1.800.441.9528 | 1.423.476.9900

BUILT TO CONNECT

Power and Portability Our portable plant configurations feature a variety of components including jaw crushers, cone crushers, impact crushers and a variety of screening plants. Without sacrificing power or productivity, portable options deliver efficient and reliable performance with extra portability and adaptability.

astecindustries.com