Asphalt Pro - January 2019

The Plant Issue

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

Project Primer: Ajax Coordinates Winter Build

Ultra Thin Paving Tips

• How to Change Drum Flights • Meet NAPA’s John Harper • I-11 Beauty and Function • Regress Your Air Voids

JANUARY 2019 WWW.THEASPHALTPRO.COM

UNMATCHED DESIGN

Heatec has been designing and building tank farms for over 40 years and each project has been unique in some way. That’s because each customer is unique. You have your own business model that may be slightly different or dramatically different from the other guys’.

That’s why at Heatec we take a comprehensive approach to designing your tank farm. That means we look at the materials you will be using, all the equipment that needs heat, the piping, and even future plans for expansion. Then we design a system that works for you.

And we make it efficient and simple to operate. Heatec is unmatched when it comes to designing heating and storage systems for your asphalt plant. To find out more about our approach, visit us at www. heatec.com or give us a call at 423-821-5200.

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CONTENTS

asphaltPRO january 2019

departments

62

Editor’s Letter 6 – It’s in the Production Safety Spotlight 8 – New NIOSH Software Measures Silica Exposure FAST

By Sarah Redohl Mix It Up 12 – Evaluation of the Regressed Air Voids Approach for Mix Design From NCAT Solve Your Problem 16 – Solve Your Early Track Wear

By Buck Storlie Training 18 – How to Change Flights From Stansteel/Hotmix Parts & Service Pavement Maintenance 24 – How to Place an Ultra Thin Lift Pavement Treatment

By Sandy Lender

50

40

30

18

Project Management 30 – I-11, An Interstate Highway System Investment

By Sarah Redohl Meet the National Executive 40 – Meet NAPA’s Incoming Chairman John Harper International Snapshot 62 – International Sands From Haver & Boecker Product Gallery 64 – What’s New During Seasonal Shutdown New Tech 68 – What Does a Work Zone Cost Users?

By Sarah Redohl Off the Mat 70 – Here’s What Contractors Need to Know About Lease Accounting New Standard

By Ralph Petta Here’s How it Works 72 – Asphalt Materials’ J-Band® Void Reducing Asphalt Membrane 74 – Road Dryer’s RD-1200XT That’s a Good Idea 76 – Offset the MTV

By John Ball

Feature articles 48 – Denver Crushes RAP Tons City and County of Denver makes the most of small space for its maintenance matters From Astec Mobile Screens 52 – Ajax Manages New Plant Build

By Sandy Lender

The Plant Issue

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

Project Primer: Ajax Coordinates Winter Build

Ultra Thin Paving Tips

• How to Change Drum Flights • Meet NAPA’s John Harper • I-11 Beauty and Function • Regress Your Air Voids

JANUARY 2019 WWW.THEASPHALTPRO.COM

on the cover

Ajax Materials worked with CWMF Corp. to lay out a new facility at the Brighton, Michigan, site. With vendors including Dillman, Meeker and SYSTEMS Equipment, and more, the parts came together over a cold and blustery winter. See related article on page 52. Photo courtesy Ajax Materials.

editor’s Letter It’s in the Production

At an industry meeting in 2018, a contractor bemoaned the high cost of aggregate materials. He especially hated it when incoming rock was watered down to increase its weight, thus the price of actual product received in the truck. He was tired of being charged for water.

Of course the concept of an aggregate supplier risking a business relationship with such poor business practices startled me. Whatever dust control measures a site has in place, it should be common knowledge that aggregate suppliers work to keep moisture out of materials just as hard as asphalt mix producers do. All segments of the construction industry have stormwater runoff regulations to which they must adhere, thus keeping rainwater and condensation from contaminating stockpiles is to each company’s benefit. Delivering wet material to any mix-production customer wouldn’t drive up an aggregate supplier’s profit—it would alter liquid percentages in all types of mixes during their production, resulting in the contractor/customer seeking more reliable material elsewhere.

Here’s my point: Look at your job mix formula. In a perfect world, your lab team submits a glorious JMF that the letting agency applauds and accepts, and your plant team produces a mix (or two) within spec for the duration of the project.

We can design a mix with a tight spec band for each of the aggregates to be used and we can program the plant controls to feed the exact weight of each material to meet the accepted JMF. But the real world is not a constant. If you discover the material from Stockpile A built from material delivered by Supplier ABC has 25 percent moisture content, you’re going to see a discrepancy on the feed belt and in the mix. Suddenly the amount of binder needs to change. The drying time and temperature is in flux. I dare say it’s all wacky.

If you can build Stockpile A with material delivered by Supplier XYZ and find it has a more consistent 4 percent moisture content, you’re going to stick with the supplier who has better quality control. You will also look at your own quality control, won’t you? You’ll cover the labeled and clearly divided stockpiles from which you pull the tested, on-spec material that goes into the PWL mix. You’ll train your loader operator to scoop material from the dry part of the pile. You’ll set controls to detect moisture content variations and so on.

Because the real world throws variables such as rainy days, lost truck drivers, new loader operators, failed sensors, broken weigh scales, or any number of oddities at you, plant operators have to stay on their toes during hot-mix asphalt production. The JMF may dictate perfect parameters to blend the most perfect performing pavement known to your DOT, but that doesn’t mean the stars aligned for that perfect production last night.

Instead of counting on the JMF to do all the work, make sure you’re ready for something unexpected to happen. Make sure you know what to do if a truckload of aggregate arrives with a waterfall cascading out the tailgate. (Turn that mess around and send it back.) Make sure you know what to do if a belt scale alarm goes off. Common sense, best practices not only keep contractors from grumbling about the bottom line at industry conferences, these good practices keep the JMF on target.

Stay Safe,

Sandy Lender

6 // January 2019

January 2019 • Vol. 12 No. 4

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/.

13333 Highway 24 West Fort Wayne, IN 46814 Tel. (260) 672-3004 Fax. (260) 672-3020 www.almix.com

safety spotlight

New NIOSH Software Measures Silica Exposure FAST O

Overexposure to silica dust can cause a number of potentially fatal health issues. Therefore, it’s imperative to measure and control exposure to hazardous respirable crystalline silica (RCS).

Traditionally, measuring RCS levels meant sending samples to a lab and waiting for the results to be returned. “[Silica dust sampling] is required for each task and set of conditions,” said David Rigsbee, CEO of Chemtek Inc., Morrisville, North Carolina. Each sample must then be sent to a lab for testing, which takes around three weeks to return results and can be cost-prohibitive, especially for smaller contractors, he added.

“Many contractors have not addressed this problem and are still trying to understand how to tackle [the new requirement],” Rigsbee said.

That’s why the National Institute for Occupational Safety and Health (NIOSH) launched a new software program to monitor workers’ exposure to RCS much faster than traditional methods allow.

The NIOSH program, dubbed Field Analysis of Silica Tool (FAST), was launched in October. It works alongside commercially available portable Fourier Transform Infrared (FTIR) analyzers to monitor a worker’s exposure to RCS dust and provides detailed results immediately after a worker’s shift.

Although the program is meant for coal mining operations, it can also be used to monitor and approximate silica dust exposure in other industries.

“We began with coal mining because there are minimal mineral confounders in coal mines, which can affect measurements,” said Dr. RJ Matetic, Director for the Pittsburgh Mining Research Division. “But that doesn’t mean the approach can’t be used in other industries as long as the limitations are understood.”

Samples collected in other environments should be considered approximations. The reliability of these estimates can be ascertained by comparing field results to results obtained from an accredited laboratory. The FTIR method is non destructive, which allows these comparisons.

HOW IT WORKS

The FAST software works alongside NIOSH’s new monitoring approach, which relies on portable FTIR instruments to analyze dust collected on sampling cassettes. Each dust sampling cassette contains a PVC filter that collects airborne dust for later measurement and analysis. The FTIR analyzers scan the infrared spectrum to identify and measure the amount of crystalline silica present in the dust collected on the filter.

“We haven’t changed the way dust samples are collected,” said NIOSH engineer Dr. Emanuele Cauda; however, there are

8 // January 2019

certain benefits to using the dust cassette developed by NIOSH that is commercially available from Zefon International.

The most common method to control silica in the construction industry is using water, Rigsbee said, adding that water alone may not be enough to control silica dust. In which case, adding a silica dust suppressant such as Chemtek’s Nesilex to the water spray can reduce the amount of water required to properly suppress silica dust.

By employing this method, the user can then import the data from the FTIR analyzers into the FAST software, which takes around 20 seconds. The FAST software translates the data to estimate silica levels, based on sampler type, flow rate, sampling time, and other factors. The estimations are available within two minutes.

“A traditional cassette could be used for this application, but you would need to take the filter out of the cassette and handling the filter may introduce errors to the estimate,” Cauda said. “Here, the cassette does it all in the analyzer. It’s more user friendly in the field.”

This process also doesn’t degrade the dust sampling cassette, so it is possible to then send it off for lab analysis for verification, in addition to monitoring the situation with NIOSH’s FAST software.

ESTIMATION VS. APPROXIMATION

Although NIOSH’s FAST software may offer more accurate estimations of silica dust for industries besides coal mining in the future, Rigsbee has reservations about its use at present.

“I think approximations are dangerous, as they quickly move from guess to fact as they proliferate,” Rigsbee said.

Chemtek is conducting its own studies on various construction and general industry activities that produce silica dust in order to develop its own database that they hope can be used to eliminate additional testing for silica-producing activities, when using Nesilex silica dust suppressant as a mechanical control. “Certain activities, such as asphalt milling, can already skip the testing process by adding Nesilex to the water in their dust suppression systems as described in Table 1,” Rigsbee said.

Cauda mentions that there are several points in the software with disclaimers reminding the user that these are estimations. NIOSH also field-tested the FAST software nationally and internationally before releasing the beta version.

It is possible to use the FAST software on other mined commodities by selecting “other” commodity within the software, but NIOSH warns that the presence of other minerals from other types of mines or locations could decrease the accuracy of the system.

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safety spotlight “We have to explain to the public that there are limitations when using the software, but that shouldn’t hold people back from using it as long as they understand those limitations,” Matetic said. “Use of the software may indicate a change in the RCS environment that needs to be addressed while waiting for the lab results to come back.”

In the future, NIOSH plans to launch industry-specific software for other commodities within the mining industry.

Although NIOSH already has large databases for mining operations, including metal mines, and rock quarries, in addition to coal mines it hopes to expand its sample datasets for industries outside of mining. “That’s our first step,” Cauda said. They will also be creating calibration samples to train the software’s model to address the presence of other minerals automatically. “It may be a few years before we are at that point.”

They are also working on a publication that will outline best practices on how to implement this monitoring approach, expected for publication in the first half of 2019.

“Our main focus for this research is mining, but if it’s applicable to other industries, that’s win-win for everyone,” Matetic said.

Check out NIOSH’s documents outlining best practices to control worker exposure to silica dust for asphalt pavement milling, non-metal mining, and minerals mining and processing on the AsphaltPro website. https://bit.ly/2EopS5l

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

The Recycling Issue

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Experts Share Their Secrets For Equipment Staging Success

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Feed Sensors • How to Protect te Maintenance • Overlay Ultima nt xt Best Investme ight • Here’s Your Ne ate Asphalt in Fre • How to Incorpor JANUARY 2017 .COM WWW.THEASPHALTPRO

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The beta version of FAST is available now, with a full version to be made available after the software completes NIOSH’s testing process. Feedback on the software can be sent to mining@cdc.gov.

– BY SARAH REDOHL

CPWR Estimates Common Hazards The Center for Construction Research and Training, or CPWR, has also launched an Exposure Control Database to help predict exposure to common hazards on the job site, including silica.

“We started developing the database in close collaboration with NIOSH researchers, trade unions and other industry partners,” said Babak Memarian, CPWR’s director of exposure control technologies research. “The database is a web-based searchable tool that estimates worker exposure to four major hazards...using objective exposure data based on construction operations, not lab data or from simulations.”

The free tool allows users to select from four hazards: silica, noise, welding fumes or lead. For example, if the user selects silica as the hazard, he or she will be prompted to input data specific to the situation, including task, tool/equipment, material, control method, environment and project type. If the user chooses milling pavement of asphalt with a milling machine using water to control the silica dust in an outdoor environment, they can click submit and the tool will return an expected exposure based on the average of the data CPWR used to build the tool, as well as a list of useful resources.

The dropdown menus change depending on the hazard selected. For example, noise requires the user to input tool, manufacturer, model, material, task duration and other tools. If the dropdown menus do not include the option for your specific situation, CPWR’s Sara Brooks recommends checking back at a later date. “We will be adding new data regularly,” she said.

Although the tool can be useful in estimating whether or not employees are at risk of these four hazards, when asked if a regulatory body would be satisfied that employees were not at risk for overexposure based on the results of the tool, the short answer is no.

“The database is not meant to be a regulatory tool,” Brooks said. “Your PPE and control method decisions should be governed using an abundance of caution. [The tool] is not necessarily something a regulatory body would abide by.”

She added that the data can not be used as a substitute for an exposure assessment. “It is an assistive tool,” Brooks said.

“The gold standard is to perform an exposure assessment on the task being performed.”

Visit www.ecd.cpwrconstructionsolutions.org to access the tool, which will later be added to the CPWR website.

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mix it up

Evaluation of the Regressed Air Voids Approach for Mix Design The Wisconsin Department of Transportation (WisDOT) is working to improve pavement durability and cracking resistance by increasing the amount of binder in their asphalt mixtures. In the last few years, they implemented an approach referred to as “regressed air voids” for the design of all asphalt mixes. The concept of regressed air voids is to design a mix for the current practice of 4.0 percent air voids and satisfy all other Superpave criteria, then determine how much additional virgin asphalt binder is needed to achieve an air void target of 3.5 or 3.0 percent.

NCAT recently completed a study for the Wisconsin Highway Research Program to evaluate the impact of regressed air voids on cracking, rutting and moisture damage resistance of asphalt mixtures. The objective of the research was to assess the impacts of increasing asphalt binder contents of mixtures designed using the regressed air voids concept and to recommend whether or not to proceed with implementation of this approach.

The study evaluated mixtures from each of WisDOT’s three traffic categories. The research panel advised NCAT researchers on selection of the initial mix designs and mixture performance tests for the laboratory experiment. Testing included six primary mixes designed for low, medium, and high traffic levels and containing various amounts of reclaimed asphalt pavement (RAP) and recycled asphalt shingles (RAS). After verifying the primary mix designs at 4.0 percent air voids, variations of each mix were tested at asphalt contents corresponding to 4.0, 3.5 and 3.0 percent air voids. Mixture performance tests included the Illinois Flexibility Index Test (I-FIT) per AASHTO TP 124 to evaluate intermediate temperature cracking resistance, the Disk-Shaped Compact Tension (DCT) Test per ASTM D 7313 to evaluate low temperature cracking resistance, and the Hamburg Wheel Tracking Test (HWTT) per AASHTO T 324 to evaluate rutting and moisture damage resistance.

T

12 // January 2019

Figure 1. Performance Diagram of I-FIT FI versus Corrected Hamburg Rut Depth for Low Traffic Mixes

Testing included six primary mixes designed for low, medium, and high traffic levels and containing various amounts of RAP and RAS. For five of the six mixtures evaluated, regressing the design air voids to 3.0 percent air voids increased the asphalt contents by 0.3 to 0.4 percent and resulted in a clear improvement in the flexibility index. Based on these results, the regressed air voids approach to mix design has a positive impact on the intermediate temperature cracking resistance of asphalt mixtures.

Although DCT Fracture Energy results also increased for mixtures regressed to 3.0 percent air voids, the improvement was not statistically significant. Based on these results, the regressed air voids approach is not expected to have a significant impact on thermal cracking.

Hamburg results analyzed using the AASHTO procedure indicated that two of the mixes were susceptible to moisture damage.

However, field performance of these mixtures has not shown any indications of stripping. This could indicate that the Hamburg test can give false positive errors. None of the six mixtures exhibited stripping inflection points in the first 10,000 passes of the test.

The four mixes that had no signs of stripping completed the full 20,000 passes with rut depths less than 12.5 mm. Corrected rut depths using a modified method of analysis were significantly lower than the common maximum rutting criterion of 12.5 mm. All of the mixtures designed to 3.0% regressed air voids met the rutting criterion, indicating that the regressed air voids approach would not likely cause a problem with increased rutting susceptibility of asphalt pavements.

Many asphalt technologists understand that only adjusting the air void target may not be sufficient to optimize mix designs and ensure that they will perform as desired.

mix it up Results from this project indicate that the regressed air voids concept can improve cracking resistance without compromising the deformation resistance of asphalt mixes.

Consequently, the concept of balanced mix design is gaining popularity as a way to better assess a mix design’s resistance to major forms of distress, including rutting, cracking and moisture damage.

In a balanced mix design framework, a performance diagram can be a useful tool to examine the balance between the rutting and cracking susceptibility of an asphalt mixture. Using such a diagram, a cracking parameter is plotted against a rutting parameter to assess the interaction between the two as the asphalt content of the mix (or other mix variable) is changed. In this case, the I-FIT flexibility index (FI) was plotted against the corrected rut depths from the Hamburg test. Figures 1 through 3 show performance diagrams for the low, medium and high traffic Wisconsin mixes, respectively.

For the majority of the mixtures, there is a significant increase in flexibility index (vertical axis) due to higher asphalt contents resulting from the regressed air voids approach, but the change in rutting resistance (horizontal axis) was not much, and all mixes easily met a common criteria of 12.5 mm in the Hamburg test. Comparing the performance diagrams reveals that the high traffic category mixes (designed to higher Ndesign levels) shift toward the lower left part of the diagrams. It makes sense that the higher gyration mixes are more rut resistant and that they are generally going to give up some cracking resistance. The important questions are: how much cracking resistance should be sacrificed and how much rutting resistance is enough?

Results from this project indicate that the regressed air voids concept can improve cracking resistance without compromising the deformation resistance of asphalt mixes. Therefore, a three-stage implementation strategy was recommended: (1) full implementation of the 3.0 percent regressed

14 // January 2019

Figure 2. Performance Diagram of I-FIT FI versus Corrected Hamburg Rut Depth for Medium Traffic Mixes

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Figure 3. Performance Diagram of I-FIT FI versus Corrected Hamburg Rut Depth for High Traffic Mixes air voids mix designs without performance tests, (2) continued use of the 3.0 percent regressed air voids mix designs with added Hamburg rutting and stripping criteria based on traffic levels, and (3) implementation of balanced mix design and eventually withdrawing the regressed air voids design

requirement and other volumetric criteria for mix design approval.

ENGINEERING – FROM NCAT

Reprinted with permission from Vol. 30, No. 2 Asphalt Technology News, a publication of the National Center for Asphalt Technology

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Solve your problem

Solve Your Early Track Wear

Have you pulled ground personnel into the training center to talk about the way they operate auxiliary equipment? Ultimately a machine is only as good as it’s treated. Contractors want the greatest bang for their buck, so it’s in your best interest to train equipment operators on operation and cleanliness to optimize equipment longevity. Compact track loaders (CTLs) are one of a jobsite’s most versatile pieces of equipment, so when it comes to the machines’ rubber track undercarriages, these tips couldn’t be more applicable. Simply taking the time to implement these steps can help contractors get a lot more mileage from their machines. That saves money in service and replacement costs, and reduces downtime.

The Problem:

Improper or aggressive operation is a major contributor to excessive wear. In addition, certain applications result in much higher wear than others. Counter-rotations, or sharp changes of direction, are a big cause of premature undercarriage wear. This is especially true when driving over highly abrasive material, such as shale, granite or ragged materials commonly found on demolition sites. Not only do counter-rotations often lead to cuts in the track, they also result in material build-up on the tracks’ outer edge that gets into the undercarriage. Spinning the tracks can result in cuts in the rubber and unnecessary undercarriage wear. Jobs involving a lot of abrasive material, such as demolition, scrap and quarry applications, usually cause extra wear. The potential damage is much greater so it’s especially important to avoid counterrotating and spinning in these applications.

The Solution:

TOP PHOTO: Lugs wear over time, especially when working in abrasive materials. Side slopes can also be hard on lugs, resulting in one side of the lugs wearing more than the other. Lugs should fit well with the sprocket rollers for best operation. This damaged lug can be removed with the track remaining fully functional.

Both photos courtesy ASV Holdings

Teach and practice careful operation and take a few minutes every day for cleaning and inspection.

To minimize damage, train operators on proper operation before they use the equipment.

Encourage operators to use three-point turns. Operators should also avoid spinning the tracks, especially on abrasive surfaces.

Drivers should regularly clean a CTL’s undercarriage; its cleanliness directly impacts the wear rate. Closely inspect undercarriages regularly. The average rubber track life is about 2,000 hours but can be as high as 5,000 if maintained well. Neglecting a rubber track can result in a wear life as low as 500 hours.

The track tension should match what is listed in the equipment manual. A loose track can result in derailment or ratcheting, which is lugs skipping over sprocket rollers. A track that’s too tight can accelerate wear on bearings, wheels and sprockets.

Examine the outside of the track for deep cuts, about 4 inches or larger, that dig into the core of the track where the inner cords are embedded. Bad cuts, such as this, may get worse and make track replacement necessary. Check the tread depth. Rubber track manufacturers generally produce tracks to be usable until there is no tread left. When wear makes it difficult to properly tension tracks, then it’s time to replace them.

Look at the drive lugs to be sure they still fit well with the sprocket rollers. A track isn’t usable if lugs are worn down so far that they continually skip over rollers when the track is properly tensioned. This usually happens when about 50 percent of the lug is gone.

Drive wheels wear similarly to the tracks and lugs. Replace a wheel when two-thirds of its rubber is gone. Also, look at the sprocket rollers about every 50 operating hours. Rubber track undercarriages use steel outer roller sleeves that cover steel pins on the sprocket and engage with the lugs. Replace sleeves when they are 50 percent worn or when they show signs of cracking.

The steel sprocket pins can be rotated 180 degrees during sleeve replacement to prolong their service life, as the pins are stationary and typically only wear on one side.

– BY BUCK STORLIE

Buck Storlie is the product line manager at ASV Holdings Inc., Grand Rapids, Minnesota. His 23 years with the company give him the expertise to manage product testing, reliability and field issue resolution.

16 // January 2019

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A good veil of material will allow a consistent transfer of heat. All photos courtesy Stansteel/Hotmix Parts & Supply, Louisville, Kentucky.

ENGINEERING

How to Change Flights Editor’s Note: In this training column, AsphaltPro helps asphalt companies teach new workers back-to-basics techniques for best success in the field, at the plant and in the lab. Even veteran employees will be reminded of best practices with these refreshers throughout the year, but the goal is to help readers who are bringing in new employees who may or may not be wellversed in the industry yet. On-the-job training takes time and energy, and we’re here to help with the Asphalt Paving 101 online training course and these free articles in each issue.

LOOK BEFORE YOU FLIGHT (ALSO KNOWN AS “SURVEY FIRST”) In all likelihood, over 95 percent of the dryers and drum mixers on hot-mix asphalt (HMA) plants no longer have the flights installed as built from the factory. Even if you have factory drawings, it is quite likely there have been either some or significant flight changes over the years. Too often, producers have removed all the old

I

18 // January 2019

CONSTRUCTIO

flights before changing. With this in mind, we highly recommend a comprehensive survey of the exact flights in the rotary unit—number, quantity, positioning, etc.

This can be done by measuring and taking photographs in advance.

ENGINEERING CONSTRUCTIO Perhaps as important, if the dryer/drum is operating properly, there should be an actual performance analysis of the unit. A quick way to do this performance analysis is to run at the maximum tons per hour and use instrumentation to take two sets of readings.

The first set of readings will be to measure the shell temperature with an infrared gun at approximately every 3 feet along the length of the shell as the dryer is operating at maximum TPH, and at the turn-down or lowENGINEERING er TPH rate. This will show how the unit is operating and if it is stillCONSTRUCTIO operating in a satisfactory mode.

The second set of tests will be to have ports installed in the outlet duct from the dryer to the pollution-control equipment. On this outlet duct, approximately every 8 to 10 inches, take a measurement of the hot gas stream temperature. This, again, will indicate the efficiency and if there

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RIGHT: Before a complete flight change. LEFT: When the job is done. is proper veiling by comparing the profile of temperatures from one side of the unit to the other.

Flighting in an HMA dryer or drum mixer serves multiple purposes such as promoting heat transfer and combining the different materials for mix. A proper flighting system in good repair controls the flow of material and protects the rotary shell. When flights have worn or you need to effect a new/different dwell time in the drum, you’ll change any number or type of flights.

It’s the plant manager’s—or the equipment manager’s—responsibility to determine the proper flight patterns to achieve designed flow effects. This article is focused not on the purposes of different flights, but on the proper procedure for replacing them.

20 // January 2019

Tools of the Trade When replacing flights, you’ll need the following tools: • Hammer • Welder • Wire brush • Grinders • Temporary drive system • 100-foot soft tape measure • Wrenches • Required rigging • Pry bars • Come-a-longs • Air compressor • Wooden wedges • Arc gouger • Air tuggers

Training change one or two rows, if the entire unit is going to be re-flighted, it is far preferable to do it all at one time.

Did you obtain a confined space permit and the proper monitoring equipment? You will assign a confined space attendant to keep watch over the worker(s) from outside the drum. The confined space attendant, continuous monitoring, proper PPE and ventilation at four times the volume of the unit are all required during maintenance activities.

Depending on the method of replacement, the material of the unit or flights, or the material that has been present inside the unit, the workers may need respiratory protection equipment.

ENGINEERING

REPLACE WELDED FLIGHTS

In the foreground, you see new combustion flights installed for production.

SAFETY IN THE DRYER

First and foremost, be safe. All service operations at the asphalt plant require a basic group of personal protective equipment (PPE). That group is as follows: • Hard hat • Safety glasses • Personal fall arrest protection • Face shield • Hearing protection • Long sleeve shirt • Gloves (leather, cut-resistant) • Steel-toed shoes (all leather upper); 8" boots are recommended As needed, PPE will depend on the work environment and may include: • Respirator • Welding respirator with PAPR or supplied air • Flame resistant clothing • Tyvek™ coveralls • Boots with metatarsal coverage The very first thing ground personnel will do is lock out and tag out the drying unit’s power source. Then lock down the drying unit by use of come-a-longs or tuggers. Also use wooden chocks—place these in the pinch points of tires and support rollers to further ensure the drum can’t accidentally move.

SAFETY NOTE! Will you remove ALL flights before installing new ones? This will alter the dryer’s center of gravity while you work. Ensure come-a-longs, tiedowns and wooden wedges are sufficient to hold the weight and control the rotation of the unit throughout the project.

Another caution: It is not recommended to attempt to change one row of flights at a time. There can be many problems of interference from other flights and it’s hard to get the entire arrangement positioned correctly. Even though sometimes people want to, on a weekend day,

22 // January 2019

CONSTRUCTION

SERVICE & TRAINING

Step 1. Use an arc gouger to cut existing welds in the bottom quarter-section of the unit and remove flights.

Step 2. Clean and grind any residual welds left from the demo process.

Step 3. Lay out and install new flights in that section. (If installing a different style flight or different pattern, this shall be determined SERVICE & ENGINEERING CONSTRUCTION by a qualified source.)

TRAINING Step 4. Remove chocks at pinch points and remove tiedowns.

Step 5. Rotate unit until next quarter-section is located at the bottom.

Step 6. Repeat steps one through five until complete.

REPLACE BOLTED FLIGHTS

Step 1. Use an arc gouger or torch to cut bolts that hold the existing flights.

SERVICE & ENGINEERING CONSTRUCTION Step 2. If like and kind flights are to be installed, inspect the existing TRAINING mounting brackets. Make repairs or replace the brackets before installing new flights in the first quarter-section located at the bottom of the unit.

Step 3. After installing new flights and bolts, weld the nuts to the bolts.

Bolts should be installed with the head of the bolt to the product side of the flight.

Step 4. If changing the flight design or pattern, the new design or pat-SERVICE & ENGINEERING CONSTRUCTION tern shall be determined by a qualified supplier. This processTRAINING may require removing the old mounting brackets and installing new ones.

POWER BACK UP

One of the best common sense tips is once the unit has been secured, cleared and the power restored to the drives, it is best to rotate the unit ENGINEERING without any material. Listen for any items thatCONSTRUCTION might be loose, whetherSERVICE & that’s flighting, attachments, seals or more. Once that is done, the bestTRAINING practice is to rotate the unit with aggregate material to make sure there is no bridging or plugging, also just to test and make sure all the flighting has been secured.

After that point, the best method is to start and run the operation under full load. Go back and measure with the infrared testing instrument to see if the shell temperature profile is the same or hopefully better than before. Finally, go to the exhaust duct and check the multiple ports for temperature readings to gauge efficiency and that proper veiling has a consistent temperature throughout the exhaust gas discharge. Then run production for months or years and keep checking and maintaining temperature profiles.

– FROM STANSTEEL/HOTMIX PARTS & SERVICE

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Pavement maintenance

When you consider how close vehicle traffic will be to the old, existing pavement once the ultra thin overlay is in place, you can understand the importance of the tack coat for the long term success of the ultra thin lift. Make sure you give that bond its best chance for success as well. Photo courtesy Process Heating Company

How to Place an Ultra Thin Lift Pavement Treatment W

When you place a lift that’s only three quarters of an inch thick, you have no room for error. Any paving foreman worth his salt will tell you mistakes are almost impossible for the roller operator to correct. The thin mat cools quickly, giving the rolling team little time to press out the voids. Speed may feel like the name of the game, but let’s begin slowly. Let’s do some planning to get the ultra thin lift pavement treatment performed right.

An agency might request an ultra thin lift for a pavement that has a pavement condition index (PCI) of 70 or greater, according

24 // January 2019

to the Pavement Preservation & Recycling Alliance (PPRA) website. This means pavements with minor friction loss or low-severity cracking are candidates for the preservation practice. Jon Young, the executive director of the Hawaii Asphalt Paving Industry (HAPI) pointed out in the association’s October newsletter that “agencies can extend the life of pavements that are in good to fair condition, decreasing life-cycle costs, improving ride, and decreasing roadway noise” with Thinlays. When the agency assigns this treatment, the contractor is working to protect a surface from oxidation,

to maintain grade and slope, and/or to address minor distresses, among other things.

There’s not a lot of room to play with.

Begin with cleaning. If the surface you plan to overlay is coated with dirt, dust, leaves, rocky material or other detritus, tack or asphalt mix will stick to the undesirable particles. When those particles are swept away by brooms, snow plows, vehicle tires or whathaveyou, the desirable material— your pricy product—goes with them. This is nothing new to paving contractors. Be sure the cleaning of the surface is included in your bid and your work. Check out the road

Best Tack Practices The Pavement Preservation & Recycling Alliance offers a host of good ideas from member companies at its recently launched website. A few of the pages are devoted to proper tack—or bond—coats to ensure monolithic structures are built to perfection. For example: • For long-term storage, store emulsion in vertical tanks.

• Store at a temperature between 50 and 180oF. • Don’t allow the emulsion to freeze or to exceed a temperature of 212oF. Don’t load elevated-temperature material.

• Protect pump, valves and lines from freezing.

• Don’t allow emulsion to free-fall into a vessel when loading; bottom-loading is preferred.

• Circulate material every two weeks while heating.

• Don’t mix anionic and cationic emulsions.

• When diluting, add warm water to the emulsion; check with the manufacturer for guidance.

• Always wear proper PPE to safely handle the emulsion, even though asphalt emulsions are nonhazardous materials and do not require placards.

When it’s time to spray tack: Step 1. Clean the pavement.

Step 2. Maintain the emulsion at proper temperature.

Step 3. Determine the residual asphalt content required for the project.

Step 4. Calculate the application rate.

Step 5. Set the spray bar height to achieve the triple overlap of spray.

Step 6. Ensure all nozzles are the correct, same size.

Step 7. Set all spray nozzles at the same angle.

Step 8. Ensure all nozzles are clean and functioning properly.

Step 9. Ensure the tack wagon is calibrated.

Step 10. Double-check that you get a uniform application of the tack coat.

Step 11. Prevent tracking and pickup of the emulsion.

Other resources: Tack Coat Best Practices NAPA QIP-128 Tack Coats: How and what to apply from Colorado Asphalt Pavement Association FHWA Technical Bulletin on Tack Coat Best Practices

Source: www.roadresource.org

Pavement Preservation Treatment

Existing Base Course

Existing Surface Course

Subbase of Aggregate Layers

Compacted Subgrade

Flexible Pavement System The treatment course for this pavement with a PCI of 70 or greater is the ultra thin lift of 0.5 inch of hot-mix asphalt, which does not add structural integrity, but provides a layer of protection from the elements. drying equipment featured on page 74 of this issue for an innovative idea.

The next step is tacking for a good bond.

The PPRA folks stated it succinctly: “Because the overlay is thin, the interface between the old and new pavement is in close proximity to the shear forces created by vehicles during braking and turning movements. As a result, the tack coat is extremely important to the long term success of ultra thin lift asphalt. The tack coat creates a bond between the new surface and the old pavement.” AsphaltPro has included best practices for applying tack coats in the past. Visit the website at www.TheAsphaltPro.com to find some of those, and check out the extensive sidebar with tips from PPRA at left.

Your next step is to pave. Consider carefully how you’ll deliver asphalt mix to the hopper. Using a spray paver might be your best bet because you can spray the tack immediately prior to the mix going down with no chance for tracking or pickup from any

equipment. If you don’t have a spray paver on hand, consider your project parameters and internal traffic control to allow the haul truck to travel adjacent to the paving lane. If you’re able to offset a material transfer vehicle, you can avoid tracking and pickup of tack while giving your crew some best material delivery practices. Check out the good idea on page 76 for that discussion.

With material traveling nicely from truck to hopper to flow gates, you’ll want to know that your head of material is optimally designed. Paver OEMs and industry consultants suggest setting the augers at a specific height and distance from the back of the paver to set your crew up for success in this area.

The auger chamber needs to confine the material while rotating it under the screed. You don’t want to push and shove the material, causing larger stones to separate from the pile and segregate off to the side. Instead, Consultant John Ball of Top Quality Paving & Training, Manchester, New Hampshire, reminded

www.THeAsphaltpro.com // 25

Pavement maintenance

You want to set the augers low enough that you can control the head of material during paving.

Keep it at the midpoint of the augers and keep it consistent across the length of the augers.

Photo courtesy John Ball of Top Quality Paving & Training

When placing HMA with a brand new paver in excellent condition, this crew had some best practices to work out. You’ll see the transition in the background—by letter A—cost them a smooth mat because they had to fill in with handwork, casting material over the mat. You’ll see end of load segregation—at letter B—and centerline segregation from inconsistent head of material. Luckily, this was the binder course, which meant they could cover the mistakes with the next lift. This crew knows how to pave and how to work around a bad few feet of mix, but this kind of poor section couldn’t get rolled out or covered up if they only had one lift of 0.5 inch to work with. This would have to be removed and replaced to be right. Photo courtesy withheld by request Standard Pavement Condition Index™ Rating Scale Source information courtesy International Slurry Surfacing Association readers to set the augers so the head of material rises to the midpoint of the augers consistently across the width of the auger chamber. The screed or paver operator will kneel down and measure the augers before paving.

You want the bottom of the auger blade curl to be 2 inches greater than the lift you’ll pave.

Check out the Training department from the December issue, titled “How to Set the Augers” at https://theasphaltpro.com/articles/ how-to-set-the-augers/ for a primer on how to set the auger height and speed.

Now let’s do some quick math. If you were paving a 2-inch lift, you would set the augers so that the bottom curve of the blade is 4 inches from the ground. To pave a thin lift

26 // January 2019

of 0.5 inch, this means the auger should be set so that the curve of the blade is 2.5 inches from the ground. If the auger physically cannot be lowered to that height from the ground, this isn’t the end of the world. You’ll watch the head of material carefully while you pave, according to the team from Roadtec Inc., Chattanooga.

“Get it down as close as possible…within an inch or two. They will carry a slightly higher head of material but head of material will just have to be managed more accurately. It requires a slightly different tow point setting but all of this is within range. You get as close as you can. You will carry more material than is ideal, but as long as the head of material is uniform height and consistently moving under the screed, it will be okay.”

A slightly different tow point setting should offer the screed excellent control, according to Ball. “You will move the tow point cylinder down from center to maybe

2, to give the screed a little more down-pressure,” Ball suggested. You’ll just run it a little tighter, he advised.

When it’s time to roll the mat, you have another change to consider. Ball reminded readers, you’re not really “compacting” when you’ve got a lift that’s ¾-inch or less; you’re sealing. If you set the steel wheel breakdown roller at 3,000 vibrations per minute and start pounding away, you’ll break rocks and ruin the project. Instead, Ball advises you roll the ultra thin lift in static mode. Follow that with the steel wheel roller in static mode to remove the lines and get final density. Make sure your roller operators are watching temperature closely. The ultra thin lift will lose temperature more quickly than a conventional mat of 1.5 or 2 inches. That makes a difference in time to get compaction.

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Project management

I-11, An Interstate Highway System Investment The recent completion of the first section of Interstate 11 in southern Nevada marks the first addition to the nation’s Interstate Highway System since it was deemed complete in 1992.

30 // January 2019

This is one of a number of wildlife crossings along the project. It is meant to safely convey bighorn sheep from one side of the highway to the other.

Paving through a national park, safely handling naturally occurring asbestos and supplying water to a job site in the desert are only a handful of obstacles that had to be overcome to complete the first section of Interstate 11 in southern Nevada.

It’s also the first addition to the United States’ Interstate Highway System since it was deemed complete in 1992.

P

I-11 will eventually connect Las Vegas and Phoenix, “the country’s two largest metropolitan communities not currently linked by an interstate highway,” according to Nevada Department of Transportation (NDOT) Public Information Officer Tony Illia.

Arizona is working on its own plans to extend I-11 to meet the work Nevada is doing.

Currently, motorists traveling between these two cities make the 4.5-hour journey on U.S. Highway 93. The completion of I-11 will relieve congestion and reduce travel time by at least 30 minutes. It will also improve motorist safety and convenience, by enabling travel at higher speeds without traffic signals.

Not only will I-11 offer an alternative route for the 34,000 vehicles traveling on US-93 each day, but it will also serve the estimated 32 million people expected to take up residence in this region between now and 2030.

I-11 will also play a significant role transporting goods along the CANAMEX Corridor connecting Canada and Mexico through the United States and supporting free trade throughout North America.

Although benefits to the new infrastructure abound, the contractors on the project had a number of challenges to overcome.

FIND THE MONEY

The new section of I-11 was determined necessary based on an Environmental Impact study NDOT conducted in 2005. The four-lane freeway would travel from the

southern edge of Henderson, Nevada, bypassing Boulder City on its way to the Hoover Dam Bridge.

A chief reason that this segment would be completed first was the need to alleviate congestion on US-93 around Boulder City. According to Las Vegas Paving Project Manager Jared Wagstaff, traffic on US93 really slowed as it passed through Boulder City, which has its own traffic and three stop lights.

“Having spent three and a half years in that city and dealing with the challenges that came with immense traffic congestion, I completely understand why this project needed to be built,” Wagstaff said. “Not only does it create a corridor to connect Phoenix and Las Vegas, but also to relieve congestion for residents of Boulder City.”

Due to funding concerns and the sources of the funding, the first segment of I-11 was divided into two phases. One phase was managed by NDOT, with Fisher Sand and Gravel, Tempe, Arizona, as the general contractor. The second phase was managed by the Regional Transportation Council of southern Nevada (RTC), whose members include Clark County and the cities of Las Vegas, Henderson, Mesquite, Boulder City and North Las Vegas. The general contractor on that phase was Las Vegas Paving, Las Vegas.

“RTC brought in a big source of the funding [for phase two],” Wagstaff said. “So they wanted to make sure it was managed the way they wanted it.”

www.THeAsphaltpro.com // 31

Project management

This is the view from the bighorn sheep wildlife crossing bridge, seen on page 30, which is not accessible to the public.

RTC’s funding came from revenue collected from a gas tax indexed to inflation over the course of three years. By this measure, the RTC secured $693 million to fund this and more than 220 other high-priority projects in southern Nevada.

Funding for phase one came mostly from federal funds ($68 million), with another $10 million from the RTC and $5 million in state funds. The second phase required $181.2 million in federal funds and $53.8 million from the RTC. In April of 2015, NDOT and the RTC broke ground on the 15-mile first segment of what will ultimately become a 300-mile addition to the interstate system.

The first phase of the project was a 2.5-mile stretch from Railroad Pass to US-95. The $83 million section included a full diamond interchange with a loop ramp at Railroad Pass, a 600-foot-long flyover bridge from southbound I-11 to US-93 toward Boulder City, and

32 // January 2019

a 360-foot-long bridge reconnecting railroad tracks previously severed by US-93, under which the mainline freeway passes.

According to Fred Ohene, the RTC’s deputy general manager of planning and engineering, the project was divided into phases due to lack of funds to complete the project all at once. “NDOT had already completed the design for the segment between Railroad Pass and US-95,” Ohene said, “and were moving forward to build that segment of the project under a designbid-build procurement. Fisher Sand and Gravel was selected as the lowest responsible and responsive bid by NDOT. The second phase of the project was 12.5 miles of interstate from US-95 to US-93, with Las Vegas Paving as the design-build general contractor. This $235 million phase of the project included a northbound climbing lane, a reconfigured interchange

at the US-93 and State Route 172 exit, and 11 freeway bridge structures.

According to Wagstaff, this project involved every service Las Vegas Paving offers, from the concrete structures, to the aggregate and asphalt production and paving. The majority of Las Vegas Paving’s work is with public agencies, including NDOT, Clark County, the city of Las Vegas and the like, so working with RTC on this project was normal.

Las Vegas Paving was selected based both on qualifications and low bid. “We came in with the lowest price, but the highest technical score, so our approach to the project was the best all around,” Wagstaff said.

They were selected in early 2015 and began construction within three months. “That’s the benefit of design-build,” Wagstaff said,

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Project management

The first segment of I-11 included the construction of 17 bridges.

In total, the first segment of I-11 required 632,000 tons of asphalt.

The first section of I-11 required 8.2 million cubic yards of excavation. adding that this project required more than 3,000 drawings. “If we had waited until the design was fully completed, we’d only be halfway constructed by now.”

Phase one was opened in sections from August 2017 until May 2018, and phase two was opened in August of 2018.

OVERCOMING ASBESTOS

This particular segment of I-11 traverses a variety of terrain in a very short distance, from flat desert to foothills to the El Dorado Mountains. Las Vegas Paving began its role on the project in the mountains.

The crews blasted every day for more than a year and a half, with construction crews working double shifts, day and night. The deepest cut on the project was 240 feet. The most manpower Las Vegas Paving devoted to this project at any given time was around 200 people, not in-

34 // January 2019

cluding subcontractors such as Sanders Blasting.

In addition to the sheer amount of blasting, Las Vegas Paving also had to contend with the existence of naturally occurring asbestos (NOA) along the project corridor. Originally discovered in 2013 by researchers at the University of Nevada Las Vegas, the NOA threatened to shut the project down, Wagstaff said.

“Since NOA was new to us and this area, we hired various experts and laboratories to assist the RTC,” Ohene said. The experts include Tetra Tech Inc., CDM Smith, Kleinfelder Inc. and Earth Safety Dynamics from the owner’s side, and SCS Engineers and Forensics Analytical Laboratories from the contractor’s side.

“Our project was the first project in the state of Nevada required to put forth mitigation efforts to control naturally occurring asbestos,” Wagstaff said. “As a result, we de-

veloped the first naturally occurring asbestos management plan in the state that is now used as a template in the state.”

Those mitigation efforts outlined how the material should be handled, tested and placed within the project limits.

NOA monitoring stations were placed around 2,500 feet apart to monitor NOA particles during construction, crews stopped and reduced earthwork operations during high winds, and workers were randomly selected to wear monitors to ensure the air they were breathing was safe.

Test results were posted on the project website on a monthly basis. Of all the results on project personnel, not a single one exceeded the threshold allowed by the Occupational Safety and Health Administration.

Ensuring the project had ample access to water to mitigate dust and asbestos was also a challenge, especially in the desert.

Project management

Many of the design elements of the project are in an art deco style, in reference to the style in which the nearby Hoover Dam was built in the 1930s.

36 // January 2019

Most of the job had no road access and no infrastructure of any kind.

Las Vegas Paving overcame this challenge by establishing its water facilities early on. They worked with Boulder City to purchase the effluent water the city was dumping in the desert. From that, they created a main collection pond and two additional ponds, each capable of holding 2 million gallons of water. From there, they pumped the water up to the El Dorado Mountains 7 miles away.

Las Vegas Paving performed all grading based on GPS controls on their equipment.

It was the first project they had done that way, so it required ensuring the inspectors were comfortable with the process. “It was probably the best grade we’ve ever built,” Wagstaff said, adding that they plan to use the process on future projects where it makes sense to do so.

Not only did it turn out that there was much less asbestos in the soil than previously thought, but it also turned out to be high quality material upon which to build the road. “Once it had been crushed, the properties were really conducive to making

good, solid roads. It was easy to compact,” Wagstaff said.

However, he added, the aggregate on site was too porous for asphalt production. As a result, all of the asphalt aggregates were produced offsite and hauled in to the project.

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On average, the crew pulled 1 million gallons of water per day from the ponds and an additional 250,000 from the Boulder City water system.

“It sounds like a lot of water, but we were working around the clock,” Wagstaff said. “Throughout the project, we never received a single dust violation, which is rare on a project like this with so much blasting.”

MANAGE MATERIAL ON SITE

The presence of NOA also meant that no materials were allowed to leave the job site.

“Every cut we made had to be placed somewhere on the project,” Wagstaff said.

They crushed the material on site with a 28x54 Pioneer Jaw as the primary crusher, along with a Metso HP400 as a secondary crusher. Then, the 6 million cubic yards was transported downgrade from the mountains and used to build an elevated freeway atop the desert floor.

For the long hauls, Las Vegas Paving purchased 11 Cat 777 rock trucks with 100-ton capacities and a Cat 993 loader for mining operations. They also brought in three Cat 785 rock trucks with a 150-ton capacity for the portion of the project with the longest haul. They also used a number of 775 rock trucks as needed.

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Project management

Since the I-11 project passed through a national park, the agencies and contractors had to work with the National Park Service to ensure the project didn’t detract from the natural environment.

All of the asphalt for the second phase was produced with a portable CMI PTD400 counterflow asphalt hot plant set up on the job site. In total, the plant produced around 350,000 tons of asphalt, producing up to 4,500 tons in a single day.

“We were at the plant’s maximum production of 400 tons per hour,” Wagstaff said.

On top of the 16-inch aggregate base, Las Vegas Paving placed three 3-inch lifts of dense graded asphalt and then ¾ of an inch of open graded asphalt mix.

Due to the NOA, Wagstaff said it was important to cover that material as quickly as possible. To do so, the crew placed the first lift, totaling 100,000 tons of asphalt, between October and December of 2016.

The second lift was paved the next May, and the third lift, the fall of 2017. The final lift of open-graded asphalt was paved in May of 2018. The specs of all mixes used were mandated by NDOT. In total, the project’s two phases required 5.2 million cubic yards of blasting, 8.2 million cubic yards of excavation and 632,000 tons of asphalt.

NATIONAL PARK PRESERVATION Another unique aspect to this project was that it was paved through a national park.

“You don’t typically build freeways through national parks,” Wagstaff said, adding that it was important that the National Park Service was also satisfied with the project because NPS and the Federal Highway

38 // January 2019

The first segment of I-11 was divided into two phases. One phase was managed by NDOT, with Fisher Sand and Gravel, Tempe, Arizona, as the general contractor. The second phase was managed by the Regional Transportation Council of southern Nevada, with Las Vegas Paving, Las Vegas, as the general contractor.

Administration are peer-level. “One doesn’t have authority over the other.”

“We used a collaborative approach with the NPS to make sure we preserved the integrity of the park,” Ohene said. “The NPS was required to provide input on all design concepts and to review and approve final design plans of any segment of the project that went through the park.”

To satisfy the NPS, Las Vegas Paving took great care to make sure the look of the project didn’t detract from the natural environment.

This included cutting the mountains in small increments to minimize teeth marks and ensure the cuts look more natural, using colors in the bridges that blend into the mountain, and signage that didn’t detract from the environment but still met safety requirements. Additionally, the crew harvested the topsoil and native plants before construction, and placed those materials around the finished job.

NPS also harvested existing native plants and seeds before construction that were then replanted after the project had ended, including around 27,000 cacti.

“The idea was to restore the disturbed area as close to its original condition as possible,” Ohene said. In addition to satisfying the appearance requirements of NPS, there were also environmental concerns.

For example, the project passed through a desert tortoise habitat. This required that a fence be put up around the project, and then the crew and a team of biologists searched for tortoises in ¼-mile segments to place them outside of the fence. In total, they moved 64 tortoises.

way System since 1992, but we also don’t build through mountains, build bridges over canyons, or have workers rappelling to secure the forms.”

The I-11 project reminds us of an era not only unique for its art deco aesthetic, but also for its attitude. The Hoover Dam was one of many public works projects funded

during the Great Depression to create jobs and improve America’s infrastructure.

Despite depressions, recessions, and political non-cooperation, we can rebuild America if we establish funding, work together, and overcome any obstacle. The completion of the first segment of I-11 is proof of that.

– BY SARAH REDOHL

The RTC set up an integrated project office for this project to house the design-build team, the materials testing group, RTC’s engineering and construction management team, NDOT staff and the public outreach team. “This setup allowed for faster review and resolution of design and construction issues. The outreach team was able to address citizen concerns as they came up.

The IPO created an atmosphere of true partnership and collaboration between the contractor’s team and the owner’s team.

We will definitely use this IPO approach on major projects in future.”

There were also a number of wildlife crossings on the project for tortoises, kit foxes, coyotes and bighorn sheep to prevent vehicle-animal collisions. In one instance, Wagstaff said that an 8-foot fence guides bighorn sheep to use the wildlife crossings, including a bridge that crosses over the highway.

There are also two all-terrain vehicle crossings under the interstate, as well.

Las Vegas Paving was also responsible for constructing a scenic overlook. That includes room for bus and car parking, educational signage about the area and the habitat, and a metal shade canopy overlooking Lake Mead.

“It’s a spectacular sight,” Wagstaff said.

“There are tons of people out there. We spent more time building that than any single bridge” The project also included a terrazzo mural depicting the Hoover Dam. Many of the design elements of the project are in an art deco style, in reference to the style in which the nearby Hoover Dam was built in the 1930s.

“We, as a country, just don’t construct projects like this anymore,” Wagstaff said.

“We haven’t added to the Interstate High-

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www.THeAsphaltpro.com // 39

Meet the National Exec

Meet the National Exec: John Lyles Harper T

The AsphaltPro staff continues the tradition of introducing the incoming chairman of the National Asphalt Pavement Association (NAPA) with 2019 Chairman John Lyles Harper. He’ll be inducted during the 2019 annual meeting Jan. 2023 on Marco Island, Florida. He is the senior vice president of Construction Partners Inc. (CPI) and president of Wiregrass Construction Company Inc. (WCC), a wholly owned subsidiary of CPI. Let’s get to know the new chairman.

The Company: Wiregrass Construction Company Inc. (WCC), a wholly owned subsidiary of CPI How long has Wiregrass been a member of NAPA? Since 1984 How long have you been in the asphalt industry? I grew up in the asphalt industry. I began working part time in the industry while in high school in 1980 and then began working full time after college in 1988. I have a BS in finance from Auburn University.

Family: Wife, Brandi Cappaert Harper; Children—Nina Madeline Harper, 22; James Bertram Harper, 19; Emily Frances Harper, 3 Pets: I have a golden retriever named Rebel who loves duck hunting.

Favorite Pastimes: I enjoy fishing, particularly competitive offshore fishing. I also enjoy hunting and spending time outdoors with my family.

How/why did you join the asphalt industry? My dad, Henry Harper, founded Wiregrass Construction Company in 1965. I grew up in the industry and began working full time as an estimator in 1988.

I became president of WCC in 1996 and sold the company to Construction Partners Inc. (CPI) in 2002. After selling to CPI, I continued in my role as president of WCC. I later became a senior vice president of CPI while maintaining my role at WCC. CPI had an initial public offering on NASDAQ in May 2018, and is traded under the symbol ROAD. What does membership in NAPA and/or your state APA mean to you personally? How has it benefitted your asphalt business? Personally, I can recall attending the Alabama Asphalt Pavement Association (AAPA) state meetings and NAPA conventions and being fascinated by the various industries that are a part of our infrastructure—quarries, equipment, plants, liquid asphalt. From an asphalt business standpoint, membership in AAPA and NAPA provide you with a wealth of information. They keep you updated on changing specifications and pavement type selection issues, i.e., market share concerns and the concrete industry, as well as on the latest technologies. By far the most valuable benefit of being a part of the

40 // January 2019

John Lyles Harper industry is the relationships, not just from a business standpoint, but also the long-lasting personal friendships.

In recent months, what are the top two or three positions for which your company has had the most difficulty finding qualified workers?

Experienced equipment operators, truck drivers and paving superintendents. It has become increasingly difficult to find a trained skill force in these areas. It becomes even more challenging when we are paving at night and in difficult weather (i.e. working in the heat and rainouts).

Could you give an example (or two) of a way AAPA assists its members with workforce development? At the state level, AAPA has participated in different career fairs. AAPA has exhibit booths at multiple industry events and speaks several times a year to civil engineering students. AAPA also sponsors training classes for industry personnel on mix design and plant operations.

Could you give an example (or two) of a way your company works with area employment agencies or workforce development agencies to encourage interest in construction/asphalt as a career choice? As of

October 2018, Wiregrass Construction Company and Dunn Construction collaborated on a tour of an asphalt plant and the project to widen I-65 south of Birmingham for Alabama state lawmakers. late, we are working with Ingram State Technical College and Tutwiler Women’s Correctional Facility on a program for inmates who will soon be released and are looking for employment. We set up booths that show the different employment opportunities we offer. These opportunities include employment in our aggregate divisions, at asphalt plants, and in construction. The need for good, hardworking people is always present. We also recently participated in the 15th Annual Fort Rucker Job Fair, hosted by the Alabama Career Center System, which included over 100 employers from around the state. This proved successful for us; we were able to hire a few good workers who we met at the job fair. When posting current job openings, they are advertised with the Alabama Career Center System, a statewide program, which is visible online and by all Alabama Career Center offices. We participate in career fairs that target junior high school students, showing them career opportunities for students who do not intend to go to college. At each of these career fairs approximately 300+ students are able to see different industries and the many possibilities available to them once they graduate high school. On average we attend three of these junior high events a year.

What is your favorite method for recruiting new asphalt professionals to the industry in general? Things have really changed a lot from the days of applying from a newspaper or state unemployment offices. Millennials and Generation Z are looking more toward social media for opportunities and jobs. So many get their news and information from social media, and career openings are no different.

More often than not, even if you don’t have a way to apply on social media, just directing interested people to an informative and innovative company website is a good way to show them what your company has to offer, from the working environment to employment benefits. Specifically to CPI, our website has great information about our history and our initiatives, and provides a way for those interested to see what we have available in terms of a career. Social media has proven to be the quickest and cheapest way to broadcast information, and is the most widely viewed, no matter the platform.

The future of our industry is heavily reliant upon social media and it is important for attracting the next generation—both from a recruiting perspective as well as public relations.

On a scale of 1 to 5 (1 being none at all; 5 being very much) how much of a threat to the asphalt industry’s market share is the concrete industry in Alabama? Could you share an example? 5. In Alabama, you name it they’ve tried it—from legislation that would have skewed the pavement type selection toward concrete to recently mandating that concrete pavements need to be 20 percent of the market in the state. They are also trying to change specifications with the Alabama DOT (ALDOT) to tilt the balance toward concrete (i.e., setting maximum thickness for concrete pavements, changing the rideability specification, and allowing more non-siliceous materials).

What are your top two or three ideas for helping NAPA members, and the asphalt industry in general, stay strong in light of PCA/NRMCA desires to increase their members’ market share? One of the best tools in maintaining and increasing market share is by supporting and utilizing the three strategic initiatives developed by Asphalt Pavement Alliance (APA), which is a partnership with NAPA, the Asphalt Institute and the State Asphalt Pavement Associations (SAPAs). These three initiatives focus on LCCA, commercial paving, and PAVEXpress, and include materials and toolkits that are invaluable for the asphalt industry to maintain and increase market share. A big issue for LCCA is determining the value at the end of the life of a pavement. This is because asphalt pavements, particularly when using a Perpetual Pavement design, typically do not have a structural end of life, and instead the surface only has to be milled and overlaid; on the other hand, concrete pavements have to be totally removed and reconstructed. Other factors that would further promote asphalt over concrete are the economic impact due to the speed of construction and the economic benefit of fuel savings due to asphalt being a smoother pavement.

www.THeAsphaltpro.com // 41

Meet the National Exec

Construction Partners Inc. went public on the NASDAQ stock exchange May 8, 2018. John Harper shared this statement about the company: “We are bullish about the asphalt industry and our business. We believe CPI is well-positioned for growth in the five Southeastern states in which we operate.

Demand for our services across our 30 distinct markets remains strong and is supported by increased funding for roadway repair and maintenance projects. Our proven growth strategy starts with our company culture driven by great people. Our leadership teams and workforce, we believe are the best in the business. We attain, train and retain the best people in the industry. We really focus on training and upward mobility for our people. As we continue to execute on our proven strategy of delivering controlled, profitable growth that we believe will enhance shareholder value.”

What other threats to the asphalt industry do you plan to guard against during your year as chairman? While I don’t see this as a threat, we do need to understand the discussion of autonomous vehicles and how that will affect pavement mix designs, especially due to training. Also increasing the use of thin lift asphalts in lieu of other pavement preservation techniques.

As you take on the travel and engagements of a NAPA chairman, who will assist with your many responsibilities back at your company?

We have an excellent management team at CPI that works extremely well together and can handle any issues that arise in my absence.

I find it very important in my role to be a good listener in meetings and let my team express their ideas for improving our strategies.

Get-to-Know John Harper

What do you see as the most important part of your job as the 2019 chairman for NAPA? My platform is workforce development. NAPA has already made workforce a strategic initiative in its plan and this will be ongoing and important in our industry. We will kick off our

42 // January 2019

convention in January with keynote speaker Mike Rowe who will talk about the challenges the construction industry as a whole has with attracting and retaining workers.

What do you find most enjoyable about being the president of WCC, and how do you expect that experience will influence your activities as 2019 chairman of NAPA? Just working with all the talented teams we have put together. It’s important for everyone to have creative input in decisions. I enjoy getting involved, being forward thinking, and making it enjoyable and fun to come to work. It is important to get the team involved in company strategy and that applies to NAPA as well.

Could you share with our readers an example of a challenge you’ve overcome in the past and how you overcame it? During the growth over the past 15+ years with CPI, one of the biggest challenges, especially with new acquisitions, was instilling safety as a core value. By establishing safety directors and safety committees, we have been able to change the culture as it relates to safety. Another challenge was becoming a dad again at 50! It has been a very rewarding

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Meet the National Exec

John, Rebel and James after a successful duck hunt.

“This is because asphalt pavements, particularly when using a Perpetual Pavement design, typically do not have a structural end of life, and instead the surface only has to be milled and overlaid; on the other hand, concrete pavements have to be totally removed and reconstructed.” experience, especially seeing Emily with her older two siblings. Even though I’m not as quick on my feet now as I was with my older two, I find myself much more patient and easygoing this time around.

Could you share a quote that you find inspiring/motivating? “Lord, help me to not be so busy making a living that I forget to make a life.”

This quote is beside my computer and puts things in perspective for me when things become overwhelming.

– BY ASPHALTPRO STAFF

44 // January 2019

Harper is a competitive offshore fisherman.

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Denver Crushes RAP Tons

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City and County of Denver makes the most of small space for its maintenance matters

Operating in the middle of the bustling city of Denver, Colorado, municipal crews need to make the most out of their reclaimed asphalt pavement (RAP) enterprise while taking up the least amount space. It’s an issue any asphalt producer is familiar with. Here’s how the City and County of Denver handles it.

Sustainable Sizing

Doug Legg, manager with the City and County of Denver, discussed the judicious use of space: “We’re [operating] inside the City of Denver, so property was very limited.

To solve that problem, we looked for a machine that could feed, crush and screen all

48 // January 2019

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on one chassis to keep the overall footprint compact.”

Legg also considered equipment’s ability to run off of clean energy. After selecting the ProSizer® 3600 plant from Astec Mobile Screens, the crew set up a genset to run the unit.

Legg said, “We operate off a 500kw genset.

It is located about 120 feet to the south of the plant, which keeps it out of the dust area. In the future, we can switch that to run it off a transformer.”

Legg also added that, because the equipment is run using electricity, they don’t have to worry about oil dust plugging and overheating engines.

In addition to the small footprint and operating using electricity, the City and County of Denver also had specific operational requirements. Legg explained that a capacity of 250 to 300 tons per hour was a must-have for the project. Eric Smallwood, aggregate sales manager for Power Motive Corporation, worked closely with Mike Caldwell, regional sales manager for KPI-JCI and Astec Mobile Screens, and the City and County of Denver to help address the City’s concerns and necessities for equipment selection.

“Production capabilities were a strong driver,” Smallwood explained.

Before the City and County of Denver began processing its own asphalt, the material was going into the asphalt plant uncrushed.

“About two years ago, we looked into crushing the RAP before it went to the asphalt plant,” Legg explained. “We found that by crushing the RAP, we could be cost effective, potentially recycle more material and recoup some of the [binder] out of the asphalt.

That’s when we started the process of looking for the right plant for our application.”

Legg attended CONEXPO/CON-AGG 2017 in Las Vegas, Nevada, Caldwell said: “We met Mr. Legg at ConExpo 2017, where we started talking about the plant. When the City put out a bid, I believe it was the summer of 2017, we put in our bid, they liked it, and we won the order.”

In the end, the team came up with the solution that could help the City and County of Denver, which does much of its own pavement maintenance work.

“From start to finish, we rotomill our own streets, bring the millings to this yard, process them through the ProSizer 3600 [plant], and haul them across the street to our asphalt plant, which is a 300 tons per hour double-drum,” Legg said.

While Legg and the City and County of Denver have large crews working in street maintenance, there are usually only two people operating the ProSizer 3600 plant.

With a small team and limited experience, operating the new machine was unfamiliar territory—at first.

“The ProSizer [plant] has been very easy to learn and operate,” Legg said. “The crew was up and running with the machine within two days of it being set up.”

Smallwood added, “We began operating this plant in April of 2018. So far, the City and

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OPPOSITE PAGE: This drone-captured image shows the ProSizer® 3600 plant in the yard next to a pile—tight quarters. TOP: The ProSizer® 3600 plant from Astec Mobile Screens includes a 14-foot vibrating grizzly feeder. BOTTOM: From left to right: Mike Caldwell of KPI-JCI and Astec Mobile Screens; Doug Legg of City and County of Denver; and Eric Smallwood of Power Motive Corporation shared their experiences increasing recycle. All photos courtesy Astec Mobile Screens.

County of Denver has stayed consistent in the 250 to 300 tons per hour range…The City needed a plant that could kind of be a jump start that they wouldn’t have to run every day, all day, seven days a week. They can keep up with their aggregate demands, working four, 10-hour shifts with minimal issues.”

Cooperation with Contractors

While the City and County of Denver’s street maintenance crews, which gives 242 full-time jobs to workers in the area, are part of internal crews, the City and County also provides asphalt to an outside contractor. “We produce, on average, 250,000 tons of asphalt per year,” Legg explained. “…and we provide asphalt to an outside contractor, contracted directly with the City and County of Denver...”

Smallwood added, “The City and County of Denver is a valuable customer. We appreciate everything they do. They are environmentally aware and support the asphalt industry greatly. Doug and his team are very heavily involved with all the local asphalt associations and support the most recycled product in the world.

“We would like to see the city earn a strong return on investment with the ability to introduce more crushed product into their asphalt plant,” Smallwood continued.

In the next year, Legg, Caldwell and Smallwood anticipate the City and County of Denver to see a return on investment and produce up to 30 percent recycled mixes, in addition to other environmentally responsible goals.

www.THeAsphaltpro.com // 49

Ajax Manages New Plant Build

BY SANDY LENDER

52 // January 2019

The components are in place here, but you can’t test a plant in these conditions. The Ajax Materials Corporation team went above and beyond the call of duty to design and build its new Brighton, Michigan, facility. Vice President Mark Boden said, “I’m proud of the teamwork and safety that went into building this plant under the worst winter conditions I’ve ever seen.” Photo courtesy Ajax Materials

N

Not every project a contractor takes on involves a paving crew on a highway or rural route. Sometimes a multi-month project moving equipment, earth, mix and materials happens right at the asphalt production site. For example, the team of Ajax Materials Corporation, headquartered near Detroit in Troy, Michigan, offers a case study in how to manage and build a new asphalt plant during the winter with multiple vendors, scads of components and frigid winter temperatures.

Ajax Vice President Mark Boden shared, “Ajax has been in business since 1951. Over the years, we’ve grown from a small paving contractor to a large, fully integrated paving company and materials supplier. We continually upgrade our asphalt plants with the latest technology.” Boden explained that the Brighton, Michigan, plant was completely replaced with new state-of-the-art asphalt manufacturing equipment after the 2017 paving season and the project required all hands on deck.

Dave Grabowski, the operations manager for Ajax, was the project manager for this undertaking. “Support from upper management was key,” Grabowski said. “Any equipment or service required to get the job done was evaluated and approved by management without delay.”

Travis Mick, the vice president of CWMF, Waite Park, Minnesota, was a key vendor who developed the CAD layout of the site. Boden explained, “CWMF worked with us to lay out the new Brighton plant. That was a huge feather in their cap.” Boden talked about the process’s beginning. “We used aerial views of the property and evaluated all possible layouts. After several iterations, we were rewarded with a really nice layout.”

Grabowski takes up the story from there: “That was something else we did with the plant employees. We presented the proposed layouts to them for their opinions. When we get a concept from any vendor, we seek input from our plant personnel because we value their insight and opinions.”

With input from Ajax plant employees, management, CWMF and other vendors, Ajax decided on the optimum layout and was ready to overhaul the Brighton site.

Safe Layout One of the vital aspects of any Ajax project is safety. Grabowski and Boden discussed this in depth.

“We were very particular about how we designed our truck traffic routes on a ring around the perimeter,” Grabowski said. “Because we started with a clean sheet of paper for the site, we could lay out the plant exactly how we needed to maintain the flow of traffic the way we wanted it for safety and efficiency.”

“Line of sight at this plant is excellent,” Boden agreed.

In fact, line of sight at the Brighton facility impressed the controls installer as well. Dave Enyart Jr., the vice president at Delta Services Corp., provider of SYSTEMS Equipment Corp. controls for the project, shared his thoughts. “The layout of this plant is very well done. The operator has a 360 view of everything from the control tower. We don’t see this often. This layout, combined with the advanced SYSTEMS blend and TSC plant controls that were installed, provide the operator with unparalleled visual and audible indications on the entire plant, allowing the operator to know where the trucks are, where the loader is, and a bird’s eye view of the running plant equipment and plant personnel.

www.THeAsphaltpro.com // 53

Here you see the crew paving the site with a number of the components visible. The tank farm and piping from Meeker are at the top left; the drum and baghouse from CWMF are at the top right; the silos and blue smoke capture are from Dillman; and everything will work in concert with the SYSTEMS blend and TSC plant controls installed by Delta Services, who captured and provided this image.

Meeker Equipment, Belleville, Pennsylvania, was consulted during the summer of 2017 to conceptualize the tank farm layout. Steve Meeker shared, “To Ajax’s credit, they were able to make some early decisions with respect to the tanks and plumbing system so that we could deliver and install the tanks and plumbing by early February 2018.” Photo courtesy Meeker Equipment 54 // January 2019

“Let’s say we show an alarm,” Enyart continued. “The operator can look out the window and see exactly what’s going on and what personnel may be in the vicinity. If the screen shows him it’s the feeder that is in error, he can look out and see what’s going on at that feeder, contact appropriate personnel and oversee the process. Without that view, it might take a ground man several minutes to report the problem and find a cause and report that back to the operator.”

The extra safety features Ajax requested of the controls systems, along with the increased visibility, increased plant safety.

Enyart explained Delta Services installed SYSTEMS Equipment’s TSC plant control touchscreen, which gave Ajax more flexibility in the configuration of the safety systems and alarm annunciation. “Ajax wanted more detailed visual indication of the plant safeties,” Enyart said. “If a conveyor stop switch is tripped, the operator knows which conveyor has an issue while the TSC automatically shuts down the rest of the conveyor line.

“For the eight-silo system, Ajax wanted positive proof for which way the flop gates are going. Using the TSC, we gave them additional limit switch indicators and visual indicators on the screens to prove the flop gates have moved to the correct location. We have done the same thing with their six AC tanks. We installed automatic valves with limit switches so we’re proving that the valve is open and proving when the valve is closed.”

At the silos, another vendor installed cameras that Delta Services tied into so the camera feed shows on the screens in the control house. The loadout process is a step above as well. “The operator selects which silo the truck is to go to, which flashes a light and changes the camera view, allowing them to see when the truck is in position,” Enyart explained. “They can then open the safety gate when ready. Additional safety steps are there for their safety and the driv-

ers’ safety as well. When selecting a different silo, all safety gates will close and return the camera system to a view looking down the loading lanes.”

The Ajax team asked for safety features above and beyond standard operating procedures from CWMF, too. Mick explained: “Ajax takes pride in doing things the right way. In efforts to keep a safe working environment, the equipment was elevated to allow for ease of cleaning and access. We also incorporated service catwalks around all sides of the drums to allow for safe maintenance.”

The team at Meeker Equipment Company, Belleville, Pennsylvania, provided tanks, piping and jacketing, and Steve Meeker spoke about the safety considerations Ajax added in. “While much of the design was somewhat fixed due to the fitting locations of the existing tanks, a generous amount of space was provided between the rows of tanks to make them easily accessible and serviceable.”

That consideration extended to many areas of the site.

“We have a very extravagant conveyor system on top of the silos, but we went over and above such as straps on a barrel ladder just to make sure it’s 100 percent safe up there,” Grabowski said. “The silos have sheeting on the side to capture and evacuate blue smoke so we had four additional cameras installed for 100 percent view of what’s going on at the scales.”

“Every day, we make certain that everyone on our job sites and plants pays strict adherence to safety standards at every level.”—Ajax Management

With footings in place and cured, the crew could erect the silos, even in the snow. Photo courtesy Ajax Materials What the team takes pride in is not only the safety worked into the finished site, but the safety record during the project.

“I put up a board to track our progress,” Grabowski said. “We went the entire project without an injury. We had days with 20 people working to days with 60 people on the project for four and a half months.”

And that’s only half the story.

www.THeAsphaltpro.com // 55

Ajax Materials’ Brighton, Michigan, plant was completely replaced with new state-of-the-art asphalt manufacturing equipment after the 2017 paving season and the project required all hands on deck. Photo courtesy Delta Services

Now that Plant #6 in Brighton is up and running, it offers up to 500 TPH and over 2,000 tons of storage capacity. During the winter of 2018, it produced mix for its own crews to pave the site for dust control and other best practices. Photo courtesy Delta Services 56 // January 2019

Compress Time “As far as the compressed schedule, we had a huge US-23 paving project running until the end of November before we could shut down the old plant,” Boden said.

The team was ready.

“Ultimately, they needed to replace their parallel flow technology with counterflow at both facilities,” Mick said. “At the Bald Mountain and Brighton facilities, we supplied a 10-foot, 6-inch by 60-foot drum and 100,000 CFM baghouse package. The 60-foot drum allows for extended drying and mixing times, resulting in high efficiency output. In addition, VFDs were incorporated on the drums for achieving optimal efficiencies with the multitude of mix designs.”

“Our relationship with Ajax started small, just providing parts,” Mick said. “I supplied flighting for their drums to help solve some of their problems in the past, then replaced a drum at the Crooks site. I built a good relationship where they could trust me; I listened to their concerns and needs. The business was built over time.”

When the time came to rebuild the Brighton site, Mick worked with Ajax to put together a layout that guided the rest of the process. The tank farm piece of the puzzle went to Meeker.

“Bill Garrett, Nick Dolyk and I were consulted during the summer of 2017 to generate a conceptual layout of the tank farm,” Steve Meeker explained. “Starting early allowed us plenty of time for budgeting to develop preliminary designs for the project. To Ajax’s credit, they were able to make some early decisions with respect to the tanks and plumbing system so that we could de-

liver and install the tanks and plumbing by early February 2018.

There were multiple meetings reviewing the design of the plumbing system to ensure proper flow of thermal fluid and to ensure that the system was safe and serviceable.

“This was a challenging project as we were tasked with designing a new asphalt and thermal fluid plumbing system for three existing asphalt storage tanks and three new asphalt storage tanks.

Meeker Equipment manufactured the three new tanks and one of the existing tanks so drawings were available for four of the six.

Given the large number of tanks and considerable asphalt lines that needed to be heated, we elected to design the system with a three-pump manifold and our balanced thermal fluid pumping technology. Incorporating the asphalt and thermal fluid system was not real challenging once the drum and metering skid were located on the drawings and we knew the points we had to connect to.”

Connecting proved challenging due to the weather. It gets mighty cold in Michigan during December and January and so on, as the whole team could attest. They even had to schedule equipment moves around frigid days when frost laws were in effect.

Dave Grabowski explained the state of Michigan has “Frost Laws” that prohibit travel with large equipment, such as cranes, on the roads. If the team had forgotten even one component that had to be moved on one of those frigid days, they’d have been delayed and unable to move forward.

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The team sometimes had to heat the ground before pouring concrete to create the forms and footings for plant components. Here the crew gets the silo structure ready. Photos courtesy Ajax Materials Ajax had a civil engineer in charge of land balancing who helped keep everything on track. Tim Hay is a project manager on the paving side of the company, but “we brought him to this project to serve as civil engineer,” according to Boden. “He took on a lot of the earthmoving,” Boden said. “He took the paving and earth duties.”

“He would check measurements of the forms before we poured concrete bases,” Grabowski said. “There were days when we had to heat the ground before we could pour the concrete. The weather was a huge challenge that Tim met head on.”

“The winter of 2017/2018 was particularly challenging in Michigan with heavy rain and snow,” Meeker concurred. “Ajax worked as the GC pulling all suppliers’ responsibilities together to make the entire plant. From our end, we had some plant connections to hit and some controls tie-ins and that part went smoothly. The biggest benefit of working with Ajax is their ability to commit early to a project. Proper time allotted and planning helped make our piece of the project a success.”

“I’m proud of the teamwork and safety that went into building this plant under the worst winter conditions I’ve ever seen,” Boden said.

The team included upper management and ground personnel all along the way. “Vince Iafrate is our maintenance manager,” Grabowski said. “He covers all the bases and was an invaluable part of this project.”

Both Boden and Grabowski spoke of Chris Edwards, a new employee in 2017/2018, who “was onsite continually. A major part of this project included a new lab, scale control center, tool room and operator’s control room all housed within one building, and

58 // January 2019

Chris helped to track tasks and schedules to help keep the project on time.”

Boden mentioned the vital role Kathleen Anderson, the Ajax environmental manager, played in the Brighton project. “Kathleen handles all our environmental issues and was instrumental with project permits and helping the team with whatever else was needed.”

The Ajax Materials team was rounded out by a dedicated group of employees who decided to forego their typical winter break and work on this special project. They included Steve Niefert, Mike Herzfeld, Chuck Goff and Nick Armbruster. Support was also provided by Brandon Fuller, Kelly Schwall and Justin Mclachlan to create an efficient and functional testing lab. In addition, approximately 35 Ajax Paving employees, including Randy Deer, Jose Galindo, Joe Guigar and Paul Resky, provided important equipment operation and support labor.

From step one to the final step, the whole team brought a massive undertaking together in less than five months—within budget and in time for spring 2018 startup. Enyart bragged on their efficiency.

“The size of the project was the same as a plant in Wisconsin that took nine months, and they ended up with the latest technologies like VFDs on the drag slats, dryers and so on. It’s going to help them with their energy consumption, with their production, and with their maintenance. Over time, that’s going to be a big payoff for them.”

On a blank sheet of paper, the payoff can be written down in numbers, tons per hour or environmental goals. But a safe project delivery goes a long way toward the Ajax company philosophy. Ajax has remained a family owned business since Founder Herb Jacob opened its doors in Madison Heights, Michigan, in 1951. The company’s philoso-

phy was then, and is today, to value its employees and dedication to a job well done.

Now the company has six modern, high-capacity hot-mix asphalt plants in Michigan and eight mobile concrete plants performing work in multiple states. Ajax of Florida has seven asphalt plants and is a foremost paving company in its region. This lets them provide material for high-end, high-spec paving projects over a wide geographic area. The company’s website states: “In more than 66 years of operation, we have paved thousands of miles of highways; repaved and reconstructed numerous race tracks and test track facilities for industry leaders including the Michigan International Speedway, Phoenix International Raceway, Chrysler Group Chelsea and Chrysler Arizona proving grounds, General Motors, Ford Michigan Proving Ground; and built the runways for major metropolitan airports including Detroit Metropolitan, Tampa International, Gerald R. Ford International and Fort Wayne International Airports.”

Call on Ajax for Mix “We are our customers’ preferred supplier because of our quality HMA mixtures and commitment to customer service. Our plants produce hot mix and warm mix asphalt, up to 700 tons per hour, with up to 2,400 tons silo storage per plant. We produce commercial grade, Superpave, polymer modified, porous and high performance cold asphalt mixtures.”

Plant #1 in New Haven 400 TPH rating 1,650 tons storage capacity Serving Macomb, St. Clair and Lapeer counties Plant #2 in Auburn Hills 500 TPH rating 2,400 tons storage capacity Serving Oakland, Lapeer and Genesee counties Plant #3 in Rochester Hills 500 TPH rating 1,000 tons storage capacity Serving Oakland and Macomb counties Plant #5 in Romulus 700 TPH rating 2,400 tons storage capacity Serving Wayne, Washtenaw and Monroe counties Plant #6 in Brighton 500 TPH rating 2,050 tons storage capacity Serving Livingston, Oakland, Wayne and Washtenaw counties Plant #7 in Warren 650 TPH rating 2,400 tons storage capacity Serving Macomb, Oakland and Wayne counties

www.THeAsphaltpro.com // 59

international snapshot

Big Boy quarry is one of five quarries Lonesome Prairie owns. The 100-foot-deep pit sharply contrasts others in the region that average 10- to 30-foot depths.

International Sands O

Owners at Lonesome Prairie Sand & Gravel of Canada recognized they had profits buried in millions of tons of sand.

The 35-year-old aggregates company found the mountains of sand at its Big Boy Quarry in Wakaw, Saskatchewan—one of five pits it owns—especially troublesome. The quarry is far deeper than most pits—dropping more than 100 feet deep where the average quarry in the region drop 10 to 30 feet. Profits are a challenge because the crews sift through more than a million tons of material every year with only about 200,000 to 300,000 tons of sellable aggregates for concrete and asphalt. The quarry is also located far from large sand-buying markets, thus they are only able to sell about 50,000 tons of sand per year.

TOO MUCH SAND

The site is in western Canada, where gravel is becoming harder to find.

This means most aggregates operations must use portable equipment to move quickly to the next job. A single Lonesome Prairie crew could

62 // January 2019

operate in as many as 15 to 20 pits per year, spending anywhere from two weeks to two months in a single spot.

Lonesome Prairie had been using two portable vibrating screens in the Wakaw location, but the equipment wasn’t holding up to conditions, causing decreased productivity. The existing machines regularly bogged down, leading to sand going through the crushers and contaminating the sellable material, resulting in wasted product and lost profit. To maximize yields, the operation used screen media with opening sizes as large as 7, 8 and 9 millimeters, and then overloaded the screens with as much as 5,000 tons of material a day. The larger opening sizes meant smaller rock—about 5 to 8 percent of the sellable rock—was falling through with the sand that the operation considers waste material. The issue cost Lonesome Prairie about $200 an hour in production losses.

The larger openings were a quick fix for the material surges as well as blinding problems exacerbated by weather. Regular rain, frost and

tions manager. “Contamination meant our material wasn’t as clean as it should be and we were concerned the issues would drive away our buyers. Production amounts were also not as high as we wanted them to be. We were tired of throwing away rock, so we began looking for a solution.”

YOU’VE GOT TO MOVE IT

Most aggregates operations in western Canada use portable equipment as many quarries are non-sustainable and crews need to be able to move quickly to the next site. A single Lonesome Prairie crew could operate in as many as 15 to 20 quarries a year.

Haver & Boecker’s F-Class vibrating screen features four-bearing technology, which minimizes structural vibrations and delivers a consistent stroke, virtually eliminating surging, blinding, pegging and material contamination. snow dampen the sand, contributing to material clumping together and blinding screen media.

Production rates and lost revenue were only compounded by increased maintenance costs. The sand caused the vibrating screens to wear quickly and require nearly continuous replacement of screen media. Crews needed to change screen media every two weeks, resulting in two to three hours of downtime and 1,000 to 1,500 tons of lost production for each change-out.

“The many issues were frustrating for our crew and our customers,” said Henry Derksen, Lonesome Prairie Sand & Gravel opera-

Lonesome Prairie management approached Hikon Industries, an equipment manufacturer and supplier they work with regularly. They talked to several manufacturers, including Haver & Boecker, a company they worked with in the past. They selected the company’s Tyler F-Class vibrating screen, which features a double-eccentric shaft design, supported by four double-spherical roller bearings.

Hikon and Haver & Boecker agreed to work together and started to design a Tyler F-Class portable plant. Hikon custom-built the chassis around the 6- by 20-foot, three-deck F-Class. Haver & Boecker engineers factored in the desired tonnage and the material that Lonesome Prairie processes to determine what the machine’s stroke should be, the speed and general mounting guidelines. Hikon took feedback from the aggregates company, including adding a specially sized jaw crusher on the chassis. Lonesome Prairie also asked that the bottom deck of the vibrating screen be end-tensioned. In the company’s operation, the design results in longer lasting screen media and 30 percent more productivity than side-tensioned machines.

The finished system was inclined to allow for a high production capacity. The machine included a hydraulic system to lift and position the vibrating screen at the optimal angle. The F-Class uses a base frame that attaches to the chassis. Crews use the hydraulic system to set up the portable vibrating screen in less than 30 minutes, with the entire plant—including conveyors and other peripheral equipment— taking about half a day.

The F-Class portable plant arrived at Big Boy Quarry in April 2016, and Lonesome Prairie began testing immediately. They found the single vibrating screen increased aggregates production by about 25 percent, even as rain came and went. The improved screening action allowed the operation to maintain needed production rates while using screen media with an open area of about 4 millimeters, preventing waste of the smaller sellable material the company had lost while using larger open area screens.

“Price can be a problem in western Canada because our competitive market often calls for cheaper equipment that fit the budget. But despite the higher price tag, I have no doubts we’re improving profits with this machine,” Derksen said.

Screen media change-outs went from every two weeks to every six weeks—saving the operation $10,000 a month. Replacement times on the end-tensioned bottom deck, which requires the most changeouts, dropped to half an hour. Replacement times for the top two decks stayed about the same. Derksen said Haver & Boecker technicians helped choose the best screen media combination for his application, which has helped improve wear-life and reduce contamination.

The F-Class portable plant will stay at Big Boy for some time unless they encounter similar sand and productivity problems elsewhere.

Looking ahead, given the success Derksen has seen, he anticipates a fast ROI. – FROM HAVER & BOECKER

www.THeAsphaltpro.com // 63

product gallery

What’s New During Seasonal Shutdown How many hours of service does your favorite breakdown roller have as of end-of-season 2018?

Have you updated the company’s 10-yearold milling machine with a dust suppression kit? I could list off a few dozen maintenance items to cause heart palpitations in your mechanic if this was already late April 2019, but you’re in luck. This is the January issue! You have a few months to get everything in tip top shape for paving season.

Some of the workhorses of your fleet may be due for retirement this off season.

In the next few pages, you’ll see examples of paving and pavement maintenance equipment that OEMs have on offer to replace—or succeed—those tried and true pieces of iron. If possible, you can shore up older equipment with wear plating, such as that offered by Kenco Manufacturing on page xx. Maybe it’s time to replace the

H

Correction Information for the Astec Mobile Screens entry in the November product gallery contained an error in the company name. Please note Astec Mobile Screens, Sterling, Illinois, introduced the ProSizer® 3600 plant January 2018.

This plant is used to crush and screen asphalt slabs and millings for use in RAP systems, and readers can get full specs on https://www.kpijci.com/equipment/ portable/andreas-hsi-plants/ or by contacting Patrick Reaver at (815) 6266374 or preaver@astecmmobilescreens. com. AsphaltPro regrets the error.

64 // January 2019

tracks, as discussed in this month’s Solve Your Problem department on page 16.

Whatever your repair or replacement need this off season, this issue has some tips and tricks. This product gallery is just a sampling of what you can call on OEMs to discuss.

ASV

ASV Holdings Inc., Grand Rapids, Minnesota, offers the RT-25 Posi-Track® compact track loader for the paving marketplace.

“The RT-25 measures 48 inches wide, making it easy to drive through tight spaces while minimizing the risk of property or machine damage. This includes landscaping or construction in high-density housing or confined areas. The unit’s 3,755-pound operating weight further reduces risks of damage to turf or sensitive surfaces. That low weight also contributes to increased flotation and traction for snow clearing on sidewalks, driveways.”

Find specs on www.asvi.com For more information, contact 1-800-2059913or sales@asvi.com.

Bomag

BOMAG Americas Inc., Ridgeway, South Carolina, offers the Cedarapids CR662RM RoadMix—remix paver plus MTV for the paving marketplace.

“The CR662RM RoadMix is a paver and material transfer vehicle. The CR662RM’s Smartrac™ rubber track drive system delivers a low, 21-PSI fully loaded ground contact pressure, so it can be used on any lift. It offers the power to deliver full-width mainline paving up to 30 feet wide.”

“The Cedarapids CR662RM features the BOMAG-exclusive Remix Anti-Segregation System for combatting segregation. Variable-pitch, counter-rotating augers reblend 100 percent of the asphalt in the hopper—the last stage of the paving process—to virtually eliminate segregation and provide uniform mat temperatures. Outboard spread auger drive eliminates the need for a center gearbox

drive for auger rotation to reduce centerline segregation. In less than 4 hours, the screed can be replaced with a swiveling rear conveyor assembly for transferring material.”

Find specs on https://www.bomag.com/ us/en/products/asphalt-products/Cedarapids-Paving-Equipment/CR662RM.html For more information, contact Henry Polk at (309) 883-4988 or henry.polk@bomag.com.

CASE

CASE Construction Equipment, Racine, Wisconsin, offers the TV450 compact track loader (CTL) for the paving marketplace.

“The all-new TV450 CTL is a new 10,610-pound vertical-lift machine with a rated operating capacity of 4,500 pounds at 50 percent tipping load. The newest and largest CASE CTL ever built features 9,188 pounds of breakout force.”

“The CASE TV450 provides lifting and earthmoving performance that will meet the demand of general contractors, landscapers, roadbuilders—and the 4,000 psi with enhanced high-flow makes this an excellent platform for attachments,” said Deborah Townsley, product marketing manager. “It’s a powerful, large-frame loader that handles heavy materials and still provides the advantages of low ground pressure for jobsites where finished lawns and underground utilities may exist.”

Find specs on CaseCE.com/CTL.

Diamond Road

Diamond Road Inc., American Fork, Utah, offers the Diamond Road Smoother for pavement maintenance.

“The machine can smooth both concrete and asphalt roads.”

“The most important specification about the machine is its long averaging arms and 8-foot-wide drum. The long averaging arms make the machine extremely accurate at cutting out bumps and smoothing existing roads. The 8-foot-wide drum with 480 diamond cutting teeth helps the machine cut a lot of material at a high rate of speed.”

Find specs on www.diamondroad.com For more information, contact Blake Attaway at (303) 913-4867 or battaway@ diamondroad.com.

Hamm

Hamm, a division of Wirtgen Group, Antioch, Tennessee, offers the Hamm DV+ 70i compactor for the paving marketplace.

“Hamm’s innovative DV+ 90i series rigid-frame, drum-steer, split-drum asphalt compactor is available as the 9.9-ton DV+ 90i VV-S (vibration in both split drums), the DV+ 90i VO-S (vibration and oscillation in split drums), and DV+ 90i VT-S (vibration and pneumatic combi roller). The technology also is available as the DV+ 70i series, with models weighing 7.7 tons.”

“The standard split drums of the DV+ series feature vibration, and represent a further “plus” factor for quality. They ensure perfectly compacted asphalt layers, even in tight curves. There is also a very large turning angle, and the enormous track offset of the pivot steering allows the DV+ to be steered with great sensitivity in four different steering modes. With the DV+, asphalt pavements can be quickly compacted to a high standard because all components in these rollers are perfectly matched to one another. An important factor is the always evenly distributed weight of the DV+. This is due to the positioning of the engine in the center of the machine and the two-part water tank distributing the weight evenly in all operational states.”

Find specs on https://www.wirtgen-group.com/america/en-us/products/ hamm/ For more information, contact Matt Graves at (615) 501-0600 or matt.graves@wirtgengroup.com.

The DV+ 70i compactor from Hamm

Hitek

Hitek Equipment Inc., Kenosha, Wisconsin, offers the Pavijet MiniPaver for pavement maintenance.

“The Pavijet MiniPavers are designed to be used for applications that are too small for a full-sized paver. Instead of doing these jobs by hand, the Pavijet MiniPavers reduce the need for manual labor while putting down more material in less time with a quality and consistent finish.”

“The compact size is the most impressive specification of the Pavijet MiniPaver. The Pavijet MiniPaver is a fully functional paving machine that has been scaled down to attach to a skid steer, allowing it to perform jobs and get into places that would be impossible for a full-sized paver. This enables users to do smaller patch or trench jobs with a machine, getting the job done faster and with less manual labor. Additionally, the Pavijet MiniPavers are easy to use and their compact size makes them easy to transport.”

Find specs on http://www.minipaver.com/ For more information, contact Shane Sommers at (262) 842-1700 or shane@ askhitek.com.

John Deere

John Deere, Moline, Illinois, offers onboard grade indication as a factory or field kit option on select large-frame skid steers and compact track loaders.

“Our industry-exclusive on-board grade indication was designed to be an indispensable unit for applications like water drainage, general site prep and clearing work, allowing operators to accurately monitor and alter grades from the seat of the cab,” spokesperson Gregg Zupancic said. “This feature is intuitive and easy to use so operators can take advantage of this technology without specialized training.”

“The integrated on-board grade indication option provides operators with an accurate readout of the cross slope and mainfall slope of the machine. The information is displayed in real time through the machine’s main display monitor. The readout can be configured to display either percentage or degrees depending on preference.”

Find specs on www.JohnDeere.com For more information, contact your local John Deere dealer.

AsphaltPro offers online paving training on training. theasphaltpro.com.

KMI

KM International, North Branch, Michigan, offers the KM 8000T asphalt hotbox reclaimer for pavement maintenance.

“The KM 8000T maintains asphalt temperature for patching for up to two days.

It also can reheat virgin asphalt back to its original temperature and consistency after it has cooled.”

“The most important specification is the fact it is thermostatically controlled. Being thermostatically controlled means the user can set the temperature they want the mix to be and the hotbox will automatically monitor the temperature and re-engage the burner anytime it falls below the setpoint.”

Find specs on https://www.kminternational.com/equipment/km-8000t-4-ton/ For more information, contact Michael Blake at (800) 492-1757 or mblake@ kminternational.com.

Neal

Neal Manufacturing, a division of Blastcrete Equipment LLC, Anniston, Alabama, offers its Asphalt Road Preservation Package for pavement preservation.

“The package includes Neal Manufacturing’s drivable DA 350 dual applicator for quick prep work and sealcoating around curbs and gutter, and its high-volume road maintenance vehicle that delivers high material output for efficiency on large projects.

The DA 350 is a three-wheeled self-propelled sealcoating machine that features a built-in, high-powered blower and AutoTrim, an automatic cutting-in attachment.

The high-volume road maintenance vehicle features Neal Manufacturing’s Generation IV pump to deliver infinitely variable outputs from 0-150 gpm, even with larger aggregate mixes.”

Find specs on www.nealequip.com For more information, contact (770) 8301282 or eric@nealequip.com.

www.THeAsphaltpro.com // 65

product gallery Optronics

Optronics International, Tulsa, Oklahoma, now distributes the Connect-to-Protect brand trailer harness plug protectors for the paving marketplace.

“Connect-to-Protect brand trailer harness plug protectors, manufactured by Hanington Innovations Ltd., located in Victoria, British Columbia, Canada, enable users to shield the male end of a trailer’s harness plug when it’s not in use. The first-of-its-kind product comes in two configurations that accommodate 95 percent of all light- and medium-duty harness connectors, including 4-way flat, 5-way flat and 7-way round terminal styles.”

Find specs on http://www.optronicsinc. com/Portals/0/PDFs/Connect-to-Protect_ flyer.pdf For more information, contact Dorian Drake at (914) 697-9800.

Pegasus

Pegasus Vans and Trailers, Sandusky, Ohio, offers the Pegasus Model-A-BB-21 and a SABB-23 for the paving marketplace.

This is the truck that brings the asphalt to the paver from the plant.

“All aluminum, lighter and bigger payload.”

Find specs on www.pegasustrailers.com For more information, contact Larry McGee (419) 541-1435 or lmcgee@ pegasusracetrailers.com.

Pelican

Pelican Products Inc., Torrance, California, offers the Pelican™ 9600 LED modular light.

“With an optimized, elliptical beam pattern, the 9600 LED modular light is designed to cover work areas to a recommended health and safety executive output of more than 350 yards when deployed in a linked linear light series. The light is engineered for up to 17 consecutive units to run on a single 110v generator outlet to illuminate long, linear work sites to create a daylight effect.”

“Key features include: connect multiple light heads from one power source; 3,000 lumens per light head; extendable stand system up to 10 feet; stackable; adjustable/ tilting light management; optimized ellip-

66 // January 2019

tical LED optic to reduce ‘dark spots’; light bar shock absorbers for impact protection; 14 LEDs per light head; and additional pole, base and cable accessories available.”

Find specs on www.pelican.com

PSS

PSS, Cleveland, Ohio, offers the RoadQuake RAPTOR Rumble Strip Handling Machine for pavement maintenance.

“RAPTOR deploys, retrieves, and aligns RoadQuake 2F Temporary Portable Rumble Strips (TPRS). RoadQuake TPRS are designed to reduce accidents and save lives by alerting distracted drivers to changing road conditions, including work zones. With the use of RAPTOR, workers stay out of the road during pavement maintenance and preservation operations.”

“RAPTOR allows workers to deploy and retrieve TPRS from the safety of the vehicle, keeping them out of live traffic. With a capacity of 12 TPRS, RAPTOR is ideal for short-duration, short-term, and mobile operations.

RAPTOR includes two cameras and an easyto-use remote control.”

Find specs on http://bit.ly/2OErkVS For more information, contact David McKee at (216) 403-0898 or David.McKee@pssinnovations.com.

Road Dryer

Road Dryer LLC, Greenville, South Carolina, offers the RD-1200XT pavement drying unit for the paving marketplace.

The unit, which blows heated air up to 300oF directly downward through multiple nozzles, is designed to eliminate the risk of ‘flying objects,’ while allowing traffic to flow in nearby lanes.

“Available as a simple-to-operate trailer- or truck-mounted unit, the RD-1200XT can be adjusted for 8-foot to 12-foot drying widths.”

Find specs on www.roaddryer.com For more information, contact (864) 2722988 or info@roaddryer.com.

The R-190e features Roadtec’s exclusive antisegregation design of the feed tunnel, the feed tunnel discharge and the rear augers. way work. Seats of the dual operator stations move hydraulically out beyond the sides of the machine to provide excellent visibility.”

“Flow gates are crucial to the best possible paving and the RP-190e’s electric flow gates allow precise control over the head of material. Being able to control the head of material allows the paving crew to distribute material properly. Flow gates…help prevent the auger from being buried. Flow gates also keep the amount of material from coming back on the conveyor constant, and as low as possible.

The RP-190e’s flow gate positions can be constantly monitored via every control box. Managing a consistent head of material is the most important factor in ride. Simply put, flow gates contribute to paving quality.”

Find specs on www.roadtec.com/products/asphalt-pavers/rp-190e-ex For more information, visit https://www. roadtec.com/rep-locator.

Vogele

Vogele, a division of Wirtgen Group, Antioch, Tennessee, offers the Vogele Super 1703-3i asphalt paver for the paving marketplace.

“With their strong performance and a uniquely compact design, the Vögele 8-ft. Super 1700-3i tracked and Super 1703-3i wheeled pavers put their owners at the forefront of technology in this field. They integrate the

Roadtec

Roadtec Inc., Chattanooga, offers the Roadtec RP-190e for paving.

“The RP-190e is the paver in the paving train. It is a powerful paver made for high-

The Super 1703-3i from Vogele

practical features that make the “Dash 3” generation, including the intuitive and easyto-use ErgoPlus 3 operating system.”

“These new 8-ft. pavers -- when combined with Vögele front-mounted extending screed and hydraulic bolt-on extensions -- can pave at a maximum 19 ft. 6 in.

(5.95 m). High performance, even when operating at this maximum paving width, is provided by a liquid-cooled 4-cylinder Cummins diesel engine, which even functions reliably under extreme climate conditions. The engine has an output of 173 hp (129 kW) at 2,000 rpm. When working in ECO mode, which is sufficient for most applications, the engine runs at a maximum of 1,700 rpm, further reducing noise emissions and fuel consumption.”

Find specs on https://www.wirtgen-group.com/america/en-us/products/ voegele/ For more information, contact Matt Graves at (615) 501-0600 or matt.graves@wirtgengroup.com.

Willow

Willow Designs, East Berlin, Pennsylvania, offers the Notch Wedge & Pneumatic Roller System for paving.

“Building best longitudinal asphalt joints: Notch Wedge and Pneumatic Roller connects directly to the paver to build the notch wedge joint or “Michigan joint”. Joint density are easily achieved with the addition of the Notch Wedge Pneumatic Roller, consistently joint density results are equivalent to mainline mat density results.”

“Joint Density: Here at Willow Designs in the last 3 years we have perfected longitudinal joint construction in asphalt pavement whether it be hot, warm, or cold asphalt longitudinal joints in wearing or base courses. There are numerous clients

The notch wedge & pneumatic roller system from Willow Designs

across the country using these systems to meet joint density specifications on DOT highways and FAA projects.”

Find specs on http://willowdesignsllc.com/ For more information, contact Jerod Willow at (717) 919-9828 or jerodwillowdesigns@gmail.com.

Wirtgen

Wirtgen Group, Antioch, Tennessee, offers the Wirtgen W 150 CFi for the paving marketplace.

“The W 150 CFi is the most powerful cold mill in Wirtgen’s compact class, and is suitable for removing pavements on tight sites such as in cities or suburbs. Its Flexible Cutter System (FCS) enables milling drums with a working width between 23.6 inches and 4 feet 11 inches to be easily interchanged, up to 13 inches cutting depth.”

“The low weight of the W 150 CFi cold mill, and its centrally positioned milling unit, ensure optimal weight distribution.

To optimize material loading, the particularly large slewing angle and speed of the front-loading conveyor can be adjusted. It has large steering angles for small turning radii, with highly precise positioning via fingertip steering integrated in a multifunctional armrest. Milling depth measurement is via displacement sensors integrated in the hydraulic side plate cylinders. Its modern machine control system—with the LEVEL PRO PLUS leveling system, as well as its intuitive operating concept—make efficient one-man operation possible.”

Find specs on https://www.wirtgen.de/ en-us/line-of-products/cold-milling-machines/ For more information, contact Matt Graves at (615) 501-0600 or matt.graves@wirtgengroup.com.

– BY ASPHALTPRO STAFF

The W 150 CFi cold mill from Wirtgen Group www.THeAsphaltpro.com // 67

new tech

What Does a Work Zone Cost Users?

Did you know that motorists encounter an active work zone one out of every 100 miles? Or that work zones on freeways account for 10 percent of overall delays?

Improving America’s roads is vital to our nation’s success in the long run. However, it can also create inconvenience for drivers and local businesses in the short-term.

That’s why the National Asphalt Pavement Association (NAPA) has developed a new work zone impact cost tool to calculate the impacts of construction. The tool allows agencies and contractors to run scenarios based on the parameters of a job and calculate various costs.

“When you have a work zone, it affects how people use a roadway,” said Auburn University’s Jeff LaMondia. The delays incurred due to road work are also accompanied by a number of costs, including costs to drivers on that road, the cost of potential crashes, and a decrease in revenue for local businesses.

“A lot of DOTs are investing in new technology to reduce delays in work zones,” LaMondia said. “With this tool, we can quantify the cost-benefit ratio for those investments.”

D

WHAT COSTS DOES IT QUANTIFY?

The tool calculates three primary costs: road user costs, crash mitigation costs and local business impact costs.

Road user costs are costs experienced by delayed personal and freight vehicles. The tool generates a total road user cost per day, based on time lost, vehicle operating costs and emission costs to the environment as a result of additional travel time through a work zone.

NAPA primarily used both the Federal Highway Administration’s Work Zone Road User Costs final report and the American Association of State Highway and Transportation Officials’ User and Non-User Benefit Analysis for Highways as the source for these numbers.

The second cost the new tool measures is crash mitigation cost.

The types of crashes and costs associated with them are evaluated using FHWA’s KABCO scale, which outlines the five types of crashes (fatal, incapacitating injury, minor injury, possible injury and property damage only) that may happen in a work zone and the associated financial cost of each.

NAPA’s tool takes into consideration work zone and driver characteristics, such as work zone geometry, traveling speed and overall volume, to figure out which type of crash on the KABCO scale is most likely to occur.

“Based on statistical analysis of work zone crashes, there is one crash per work zone,” LaMondia said. The new NAPA tool figures out the most likely crash to occur in a work zone based on its characteristics, and what the associated cost of such a crash would be.

The final cost the tool calculates is revenue lost by a local business due to reduced access to its location, also known as local business impact costs (LBIC).

68 // January 2019

“We knew anecdotally that businesses sometimes see reduced revenues when a work zone is going on, but our research really quantifies those effects,” LaMondia said. “The local user impact cost was a lot higher than we expected.”

Since most information about LBICs was anecdotal, the research team collected their own data via a paid survey capturing 770 responses from across the country. The sample group is representative of gender, region, ages and incomes, so the data can be used to return meaningful results from any region of the country NAPA’s tool may be used in.

The researchers determined consumer behaviors based on the type of trip the consumer was taking (for example, picking up groceries, attending a doctor’s appointment, or going out to eat), spending habits and journey duration.

What the researchers discovered was that a delay of 5 minutes had very little impact, while a delay of 20 minutes resulted in most consumers choosing to go somewhere else.

“You aren’t just talking abstractly about costs,” LaMondia said.

“You can use numbers and data to support questions your community might have. The key takeaway here is if you can shave off even a single day, you can reduce those costs quite a lot.”

HOW TO USE THE CALCULATOR

NAPA’s new calculator tool can be used during project evaluation to conduct cost-benefit analyses of proposed plans, schedules, material choices, work zone layout and other factors. It can also be used during project planning to identify what time of day or what day of the week the work should be completed and compare different scheduling options. It can also be used to communicate with the local community.

“If you’ve done your due diligence, you can show them the factors you’ve considered to reduce the cost to them,” he added. “You can show them that by rescheduling the project, for example, you saved them a certain number of customers who would have otherwise shopped elsewhere.”

LaMondia said the tool is also very simple to use. All calculations happen in the background, invisible to the user. He or she simply inputs a number of characteristics about the roadway, the area, and the work zone.

The tool allows users to input the roadway characteristics, like average annual daily traffic, truck volume percentage, expected weather, urban or rural, lane width and speed limit, among others.

Once all of the characteristics are added, the user clicks calculate to run the simulation. Within 30 seconds, the tool runs 2,000 simulated vehicles through the scenario and then scales the vehicle volume to match that of the work zone to generate the total work zone impact cost.

The tool is now available at goo.gl/ccAjy6.

– BY SARAH REDOHL

off the mat

Here’s What Contractors Need to Know About Lease Accounting New Standard T

The long-awaited new rules for lease accounting approved by the Financial Accounting Standards Board (FASB) go into effect for financial periods starting after Dec. 15, 2018, for public companies, after Dec. 15, 2019, for private companies, and with a modified application for any other financial period presented. As is often the case with change, many organizations transitioning to the new accounting standard, known as Accounting Standards Codification Topic 842 (ASC 842), have questions and concerns about how it will affect their current leases and future equipment financing decisions. Only 4 percent of public companies report their ASC 842 implementation is complete and 63 percent of non-public companies had not yet completed the initial ASC 842 assessment phase, according to a Q4 2018 survey by PwC. An examination of the impacts of ASC 842 shows that not only are many of the lease accounting changes relatively neutral, there is actually a silver lining with numerous positive impacts.

THE UPSIDE OF LEASE ACCOUNTING CHANGES

While ASC 842 will initially require new processes and reporting, the benefits of leasing remain and are perhaps improved because of other developments. Combined with changes in the U.S. tax code, lease financing, with its wide range of inherent advantages, will continue to be a beneficial option for equipment acquisitions.

ASC 842 is required to be implemented for existing leases, but it provides lessees with a number of “practical expedients” to make the transition less burdensome. If elected, a practical expedient must be applied to all leases and agreements.

The FASB has specifically stated that the Lease Liabilities created by capitalizing leases should not be considered debt by most financial institutions. In fact, now that Lease Liabilities will be on the lessee’s balance sheets, the rating agencies will no longer have to calculate it on their own or guess at how much to capitalize; it is now clearly and more accurately measured for them under the new standard.

The new rules have no impact on the income statement. There should be no effect on debt covenants. The rules for classifying whether a new contract is a Capital (Finance) lease or an Operating lease are virtually the same as before under generally accepted accounting principles (GAAP) except that an Operating lease will now be a Capitalized Operating lease. Although an Operating lease will now be capitalized, the capitalized asset cost by definition will be lower compared to a loan or cash purchase resulting in a lower asset against which Return on Assets would be measured.

The business processes required to accommodate ASC 842 also have the potential to reap unexpected advantages. Better informa-

70 // January 2019

tion and controls can help enable better tracking and asset management, avoid redundancies and enable the negotiation of better lease terms throughout the organization.

TAX REFORM BENEFITS FOR FINANCING

Tax reform passed at the end of 2017, known as the Tax Cuts and Jobs Act (TCJA), introduced many changes that organizations should consider when making equipment financing decisions.

TCJA provides more reasons now than previously for leasing or financing property using tax-oriented financing structures. The pure complexity of the interrelated rules in TCJA by themselves may lead some organizations to lease.

Under TCJA, current deductibility of interest expense is limited to 30 percent of the tax version of EBITDA, calculated as Earnings Before Interest, Taxes, (tax) Depreciation and Amortization multiplied by 30 percent. In a few years the limitation will be further reduced to 30 percent of tax EBIT, an even lower number particularly given the high rate of tax depreciation. Additionally, U.S. subsidiaries of multinational parents will also have to contend with BEAT (Base Erosion Anti-abuse Tax), which forces them to further examine the extent of their intercompany borrowing. Leasing helps lessees avoid both the interest and BEAT limitations because rent deductions remain unrestricted compared to interest payments.

Leasing allows companies without the ability to efficiently use 100 percent bonus depreciation to gain the benefits of it through a reduced lease rate when the lessor can claim the 100 percent bonus depreciation. Lessees may also reap an economic benefit by entering into a sale-leaseback for an asset they may have expensed 100 percent in 2017 at a 35 percent tax rate since the gain taxed on the sale (assume a 100 percent gain) would now be taxed at a more favorable rate of 21 percent.

BENEFITS OF LEASING CONTINUE UNDIMINISHED

A majority of U.S. businesses finance their equipment acquisitions, and the following long-standing reasons why they do remain intact under ASC 842: • Tax management—Leasing allows lessees to more efficiently manage some of their taxes; when they cannot utilize all the deductions, the lessors can and are able pass the benefits through via lower rates.

• Finance 100 percent—Arrange 100 percent financing of equipment, software and services with 0 percent down payment while still recording less than 100 percent on your balance sheet.

• Keep up-to-date and avoid residual value risk—Keep current with technology by acquiring more and better equipment compared to loan financing and avoid residual risk because the lessor assumes that risk.

• Accelerate ROI/Improved ROA—Rather than capitalizing 100 percent of an asset, a capitalized lease is generally reported at a lesser amount.

• Cash flow management—Make smaller, more manageable and flexible payments while the equipment generates revenue.

• Benefit from bundling—Bundle the equipment, installation, maintenance and more into a single, easy-to-manage solution.

• Save cash—Save limited cash for other areas of the business, such as expansion, improvements, marketing or R&D. • Outsource asset management—The equipment financing company can manage an organization’s equipment from delivery to disposal.

• Customize terms—Set customized payments to match cash flow and even seasonal income fluctuations.

• Hedge against inflation—Lock in rates with a lease to avoid future inflation.

As organizations modify existing leases or enter into new leases or contracts, they will benefit from an understanding of all the implications of the new standard. It’s important to check with a professional tax advisor or accountant who can address the business’s particular situation. With adequate information and preparation to implement ASC 842, lessees can continue to reap the advantages of financing.

– BY RALPH PETTA

Ralph Petta is the president and CEO of the Equipment Leasing and Finance Association (ELFA), the trade association that represents companies in the $1 trillion equipment finance sector. For more information, please visit www.

EquipmentFinanceAdvantage.org.

©Equipment Leasing and Finance Association 2018. Reprinted with permission.

Disclaimer: The information in this document is a summary only and does not constitute financial advice. Readers should obtain their own independent accounting and tax advice that takes into account all relevant aspects of a particular lessor’s or lessee’s business and products.

ALL ASPHALT PLANT COMPONENTS 100% BUILT IN USA SPECIALIZING IN

disassembly, relocation, fabricate complete asphalt plants, and startup of asphalt plants

210-240-8395

patrick@Ahernindustries.com P.O. Box 690513 • San Antonio, Texas 78269

www.ahernindustries.com

40 years of experience in the asphalt plant industry! www.THeAsphaltpro.com // 71

Here’s how it works Step 1 Heat J-Band material in the distributor truck to no more than 325 degrees F.

Step 2 Use the parallel spray bar attachment to deliver a 12- to 18-inch-wide stripe of J-Band material under the intended construction joint.

Step 3 Step 4 Compact the mat as you normally would; the J-Band will migrate into the HMA voids during rolling.

Within 30 minutes, place the first pass of HMA, covering one-half of the J-Band to create the joint.

Asphalt Materials’ J-Band® Void Reducing Asphalt Membrane To achieve density and prevent intrusion of water at the longitudinal construction joint, contractors have to adhere to best practices. They can get some help from the start of construction with the J-Band® void reducing asphalt membrane (VRAM)— or longitudinal joint membrane (LJM)—from Asphalt Materials Inc., with headquarters in Indianapolis, Indiana. Here’s how it works.

Before paving, the contractor uses a distributor truck with a parallel spray bar and four adjustable nozzles to spray J-Band as a heavy fluid asphalt membrane under the intended longitudinal joint. The spray nozzles are installed at various angles to effect a triangle/fan pattern and control the width and thickness of the spray, resulting in a 12 to 18-inchwide strip of 5/32 of an inch thick emulsion. Note, the thickness may be slightly more or less depending on the thickness of the hot-mix asphalt lift to be placed. Based on ambient temperature, the hot-applied material cures in approximately 15 to 30 minutes to a non-tracking stripe.

T

72 // January 2019

The paving crew makes the first pass with HMA material, covering one-half of the J-Band to create—or begin building—the joint. The roller then helps J-Band migrate into HMA voids, at a rate of 50 to 75 percent, at the cold joint during normal rolling patterns. The migration of J-Band into the HMA voids results in reduced joint permeability and minimal joint cracking.

For more information, contact Bob Khanna at (330) 441-0478 or bob. khanna@asphalt-materials.com.

SHOW US HOW IT WORKS

If you’re an original equipment manufacturer with a complex product, let us help you explain its inner workings to asphalt professionals. There’s no charge for this news department, but our editorial staff reserves the right to decide what equipment fits the parameters of a HHIW feature. Contact our editor at sandy@theasphaltpro.com.

UNPRECEDENTED QUALITY FOR RAP-BASED MIX

TURN “WASTE” INTO PROFIT Ammann recycling technologies enable the use of high percentages of RAP – without compromising on quality.

These technologies aren’t baby steps; they’re significant advances that can greatly benefit your business.

And they’re proven technologies in use at hundreds of plants around the world.

Quality Ammann HRT Asphalt-Mixing Plants produce extremely high-quality mix from RAP. Profit HRT plants dramatically reduce costs by replacing aggregate with “waste” material.

Go Green Ammann recycling solutions meet and exceed many environmental standards.

Ready to learn more? Please visit www.ammann.com or snap a photo of the QR code.

PMP-2315-00-EN | © Ammann Group

Here’s how it works

Step 2

Step 3

Start the machine and wait 30 seconds to clear the combustion chamber.

Surrounding air is sucked into the machine via the process air fan and delivered to the combustion chamber.

Step 1 Set the width of the Road Dryer: 8, 10, or 12 feet.

Step 4 Moisture within the air is removed, and the air is heated up to 400 degrees.

Step 5 As the machine travels down the road, the nozzle box directs heated air to the pavement surface, where it evaporates any moisture on the pavement.

Step 6 The road surface is immediately ready for paving, striping, or other treatments.

Road Dryer’s RD-1200XT F

From rainy weather to controlling silica dust with water, the asphalt paving crew may have to dry a pavement surface with equipment before work can commence. That’s why Road Dryer LLC, Greenville, South Carolina, has developed its RD-1200XT road dryer: to minimize delays from wet conditions and make it easier for contractors and agencies to meet timetables.

Here’s how it works.

Upon arrival to the job site, the tractor trailer- or truck-mounted RD-1200XT will first need to be adjusted for the project’s parameters. The operator will open the side nozzle door, release the safety, and lower the nozzles into place. The standard width is 8 feet, but the operator can fold out two separate nozzle wings to dry widths of 10 and 12 feet.

From the control panel on the side of the machine nearest the trailer or truck, the operator will start the machine. Prior to igniting the burner, a short 30-second purge will clear the combustion chamber of any possible unburnt gases. Surrounding air is sucked into the air heater via the air inlet to the process air fan, driven by the diesel engine. Air is then blown into the combustion chamber, where it is heat-

74 // January 2019

ed up to 400 degrees and the moisture is removed. The heating process takes approximately three minutes from the time the burner is lit.

The machine is then ready to be pulled down the road at speeds between 25 and 50 feet per minute, directly behind the milling machine or hydro-blaster, or directly ahead of the paver. As the RD1200XT travels down the road, the nozzle box on the back of the machine rides above the surface of the roadway on a set of wheels.

The six nozzles contained in the box direct the heated air ahead of, behind, and to the sides of the machine to allow for longer surface exposure. The design of the nozzle box controls the air flow to the roadway to allow for usage in construction lanes next to live traffic.

The dry, heated air immediately evaporates the moisture on the pavement, leaving the road surface ready for paving, striping or other treatments. When the required surface has been dried, the operator will fold in the nozzle wings, raise the nozzles until the safety latch locks, and close the nozzle doors before driving the RD1200XT to the next job.

For more information, contact Road Dryer at (864) 272-2988 or info@roaddryer.com.

Teach Your Crew What it Takes to Pave a Bonus-Worthy Mat

AsphaltPro magazine joined forces with hall-of-fame paving consultant John S. Ball III of Top Quality Paving & Training to bring you the newest online training resource for your crew: Asphalt Paving 101.

The course is available on any device, anytime, anywhere to train your entire crew. Your single subscription to the best curriculum of all time gives you access to train all of your employees, each time you bring in a new hire.

Purchase your access to the course at: training.theasphaltpro.com

Asphalt Paving 101

In this course, your crew will learn: • How to stay safe on the job site • How to build a takeoff ramp • How to determine fluff factor • How to determine yield • How to prep for real paving in the real world • How to maintain equipment the right way • Job responsibilities for each paving crew member • and so much more…

Booth #10126

that’s a good idea

Offset the MTV

I

It’s a good idea to offset the material transfer vehicle (MTV) when you have room to do so. Everybody knows there are times when you need to feed the paver a little differently. Let’s take a look at a few of those reasons.

First of all, we use the MTV for a number of reasons.

• It helps us get a consistent temperature of mix going through the paver.

• It prevents aggregate/material segregation by remixing the mix.

• It lets us pave without stopping.

• It lets us pave without any bumps of the trucks against the paver.

To get the most benefit from the MTV, we can set it up in the lane adjacent to the paving lane. This lets us manage any mistakes the haul truck drivers make. For example, if the driver raises his bed too soon or doesn’t keep his foot on the break while charging the hopper, the mix will spill in front of something. You would rather the spill be in front

76 // January 2019

of the MTV in the lane you’re not paving. Little dribbles of mix and minor spills can also be cleaned up and not affect your mat if they happen in the adjacent lane.

Another benefit of putting the traffic of haul trucks and MTV in the adjacent lane is keeping that traffic off the newly sprayed tack. If you’ve tacked the surface, you don’t want the truck tires stripping that away.

They’ll carry it along the route back to the plant, leaving globs for the motoring public to pick up on their cars.

By offsetting the MTV, you give yourself room to recover from little mistakes and set yourself up for a top quality paving job.

– BY JOHN BALL

John Ball is the proprietor of Top Quality Paving & Training, Manchester, New Hampshire.

He provides personal, on-site paving consulting services around the United States and into Canada. For more information, contact him at (603) 493-1458 or tqpaving@yahoo.com.

TOP: The C3 conveyor feeds mix from the Shuttle Buggy in one lane to the paver’s hopper insert in the adjacent lane. No matter how skilled your crewmembers are, you want to use a hopper insert to move a non-segregated and confined mass of material. MIDDLE: You want to have the skid steer at the ready in case there are any spills.

BOTTOM: This worker sprays a release agent on the material transfer vehicle (MTV) tires. Even though the MTV is working in the lane beside the paving lane, you don’t want it to collect dribbled mix or stray material on its tires. Keep the machine moving smoothly. Photos courtesy John Ball of Top Quality Paving & Training.

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Visit our website at theasphaltpro.com for exclusive content, including videos demonstrating equipment or showcasing various projects and blog posts covering the latest industry news. theasphaltpro.com Join us on Facebook, Twitter and LinkedIn for daily tips to improve performance, asphalt industry history and trivia, construction humor, and news and happenings. facebook.com/AsphaltPro @AsphaltPro linkedin.com/company/asphalt-pro-magazine Sign up for our weekly Toolbox Tip emails to inspire your daily toolbox talks, and our monthly Training Solutions emailsto get advice to amplify your employee training programs.

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Help educate future generations about the value of asphalt roads while providing a positive community message about your asphalt facility!!!!!

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D A T E 46TH ANNUAL

FEBRUARY 27– MARCH 1, 2019 CROWNE PLAZA | DENVER INTERNATIONAL AIRPORT | DENVER, COLORADO

ASPHALT PLANTS · Gencor 400 tph stationary counterflow plant · Astec 350 tph Relo Double Barrel plant w/4 silos · Astec 150 TPH Portable Drum Mix Plant with SEB & Baghouse · ADM 100 tph stationary drum plant with 2 silos & recycle · 100 tph portable drum mix plant with baghouse · ADM 110 tph portable drum plant · Etnyre 150 TPH Drum Mix Plant · H&B 10,000# tower and dryer · H&B 4000# asphalt batch plant · Astec 89’X32” slat conveyor · Astec 58,000 CFM portable · Stansteel 44,000 CFM Baghouse · CMI 51,000 CFM baghouse · Almix 30,000 CFM baghouse

· Astec 500 tph Double Barrel only · Two bin rap system · Stansteel 8’X36’ aggregate dryer with burner · 7’X30’ portable drum mixer · Astec 750 barrel self-erect lime silo · Astec portable five bin cold feed with conveyor & screen · 2-200 Ton Asphalt silos and slat conveyor · Burke 2 mil btu hot oil heater

Please Call For Complete Inventory

Plant for sale? Call Clancy!

Serving the Asphalt Industry for 50 years

E.T. CLANCY COMPANY 219-879-8231 • 800-348-8553 Email: sales@etclancy.com • www.etclancy.com

BUSINESS FOR SALE A&A SEALCOATING

I am retiring after 27 profitable years.

All business assets have been well maintained.

• Biz includes 8 2003-2004 GMC 5500 trucks • 2 550 gallon seal units • 1 1000 gallon seal unit • 1 1500 gallon transfer unit • 1 bump tank • 1 asphalt tank with 3 ton hot box (infrared patching) • 2 flat beds • 1 6000 gallon seal tank (bulk Storage) • 1 seal master pro 120 crack melter • 1 seal master 100 pro crack melter • 1 ARS infrared trailer unit with

4-4x4 heaters and 1-4x2 pad 1 Stone asphalt roller 1 26 hp crafco router 4 little wonder crack cleaners 1 Billy goat crack cleaner 2 13 Hp Billy Goat force blowers 1 11HP Billy Goat Blower 3 Graco Stripers 1 Whacker compactor JD 2305 utility tractor with 200 hours has 60 inch power broom • 25 HP Brown standup blower with 60 hours • Many trailers and other items • • • • • • • • •

ASKING $740,000 Randy Flick • aaseal@solarus.net or 1-715-423-9040

80 // January 2019

advertiser index 4 Rivers Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 A & A Sealcoating . . . . . . . . . . . . . . . . . . . . . . . . . . . .80 Ahern Industries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Almix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Ammann . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 Asphalt Drum Mixers . . . . . . . . . . . . . . . . . . . . . . . . . .46 Astec, Inc . . . . . . . . . . . . . . . . . . . . . . . 11, 15, 19, 23, 28 B & S Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60 Blue Smoke Controls . . . . . . . . . . . . . . . . . . . . . . . . . . 81 ClearSpan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 CWMF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Eagle Crusher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 E.D. Etnyre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 ET Clancy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80 Fast-Measure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 Gencor Industries . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 Green Patch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

Heatec, Inc‌ . . . . . . . . . . . . . . . . . . . . . Inside Front Cover Ingevity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 KPI-JCI Astec Mobile Screens . . . . . . . . . . Inside Back Cover Libra . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Meeker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..27 Pegasus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Process Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55 Reliable Asphalt Products . . . . . . . . . . . . . . . . . Back Cover Roadtec . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Stansteel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35, 69 Systems Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Tarmac International, Inc . . . . . . . . . . . . . . . . . . . . . . . . 59 Top Quality Paving . . . . . . . . . . . . . . . . . . . . . . . . . . . .80 Trans Tech Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Willow Designs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80 Wirtgen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43

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

www.THeAsphaltpro.com // 81

ProSizer Series

®

ProSizer® 3600 The all new ProSizer® 3600 is a single-load crushing plant for processing virgin aggregate and recycled materials. Its robust 36” x 46” horizontal shaft impactor can be paired with a 5’ x 20’ conventional screen or a 6’ x 18’ high frequency screen to meet your application needs. This crushing plant can be powered by diesel, electric or hybrid power.

Visit us at Agg1/WOA to learn more. Booth 29127

ASTEC MOBILE SCREENS

an Astec Industries Company

2704 WEST LEFEVRE ROAD • STERLING, IL 61081 USA • 800.545.2125 • FAX 815.626.6430 • kpijci.com

THE RELIABLE WORLD OF ASPHALT PLANT PRODUCTS

www.ReliableAsphalt.com

Astec Skid-Mounted Baghouse • Model year 1995 • 58,000cfm, RBH-58-DB • 10’ horizontal cyclone with liners Support structure and auger hopper • 54” exhaust fan with damper and actuator • Two auxiliary augers 14’’x15’ (one equipped with 12’’ airlock) • Great value

2011 Reliable Asphalt Recycle Bin • 9’ x 14’ top bin opening • 30” extended inclined feeder • 7.5-hp motor/dodge gear reducer • UHMW bin liners • Inspection ladder • Grizzly • in nearly perfect condition

Cedar Rapids Portable Baghouse • • • • • • •

Nominal 52K CFM Tri-axle portability Exhaust fan w/ twin 100-hp motors Primary collector mounted on rear Ductwork 998 bags 6” diameter, 9’ 6” long Beautiful house

Stationary Parallel-Flow Drum Plant-250 tph • 7’ PF Drum Mixer with expanded end & RAP collar • Geno AF-60 burner-oil • 5-bin cold feed (4+1), all with grizzlies 10’ x 12’ • Single RAP bin with grizzly • Nominal 42,000 CFM pulse-jet baghouse with 30-hp compressor • Twin 100-ton silo system with main drag & bintop transfer slat • 80’ low-profile truck scale • (2) 20,000 gallon AC tanks / (1) 15,000 gallon fuel tank • Control house with plant controls & MCC • SO cabling & cable trays • Ideal small asphalt plant

Booth #13127

Your expert provider.

It’s what we do!

New, Used and Refurbished Asphalt Plant Equipment 521 Old 7 Mile Pike • Shelbyville, KY 40065 • Office Toll Free (866) 647.1782 • Fax (502) 647-1786