The Big Paving Issue
asphaltPRO Production – Professionals – Products
Granite’s Airport Job Gets PWL Bonuses T4F Effects
• Diamond B Smoothly Bumps Grades • APS Paves S.R. 83 Multiple Ways at Once • Halifax Uses Modified Asphalt to Save the Day
August 2017 www.TheAsphaltPro.com
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.
H E AT E C , I N C .
an Astec Industries Company
5200 WILSON RD • CHATTANOOGA, TN 37410 USA 800.235.5200 • FAX 423.821.7673 • heatec.com
asphaltPRO August 2017
5 – Paint it Black and Don’t Look Back
Around the Globe 6
KEEP IT UP
10 — Match Sealcoat Pump to Mix for Uptime By Maury Bagwell
PROJECT MANAGEMENT 12 — APS Manages Multiple Paving Techniques in a Day By Tom Kuennen
PROJECT MANAGEMENT 18 — Texas Company Solves Problems on Highway Project IIPL USA tackles temperature, tack and working-hours with 4-ton hotbox By Alexis Brumm
24 — Diamond B Blends Efficiently and Bumps Grades with Ease By Sarah Redohl
THAT’S A GOOD IDEA 64 — Save on Costs with Your Professional Guide to Asphalt Mix Delivery Part 4— Move the Mud Flaps Out of the Way By Sandy Lender
66 — Here’s What’s New in Asphalt Production Equipment & Services By AsphaltPro Staff
OFF THE MAT
74 — Use Glassdoor Reviews as Fraud Predictors By Lorraine D’Angelo and Silvia Zicherman
HERE’S HOW IT WORKS
76 — Eagle Crusher’s RapidDeploy™ 78 — The KEITH® WALKING FLOOR® Contractor Unloading System
82 — Smartphones Toughen Up for Use in the Field By JB2Tech
Feature articles 30 — Save on Costs with Your Professional Guide to Asphalt Mix Delivery Part 3—An Independent Look at Best Haul Practices By Sandy Lender 40 — Granite Construction Models Success with Intelligent Compaction Contractor prepares for the new norm, hitting 100 percent bonus along the way By Lindsay Moeller 44 — Ten DOTs Garner Perpetual Pavement Awards with Asphalt From NAPA 46 — Halifax Fixes Hurricane Damage with Asphalt By Sandy Lender
50 — Innovation in the Asphalt Industry Part 2 — How to Get from Prototype to Production By Brian Mack and Anna Quinn 54 — Turtle Southeast Preps for Air Force Base Resurface By Jeff Winke Tier 4 Influences Your Decisions 56 — Improve American Infrastructure With Advanced, Clean Diesel Tech From Diesel Technology Forum 58 — EPA’s Tier 4 Mandates Impact Used Asphalt Equipment Market By Kristen Williams 60 — What Tier Do You Rent Right Now? By Sandy Lender
It’s more than the high fuel efficiency. It’s more than the 6 inch insulation. More than the fact CEI has produced some of the most efficient asphalt heating & storage systems available, since 1969. CEI backs its products. Period. With thorough engineering, high-quality manufacturing, dedicated service, worldwide parts support, and annual training, CEI offers you the kind of fullcircle support you’re looking for.
C E I E N T E R P R I S E S an Astec Industries Company 245 WOODWARD RD SE • ALBUQUERQUE, NM 87102 USA • 800.545.4034 • FAX 505.243.1422 • ceienterprises.com
editor’s Letter Paint it Black and Don’t Look Back
I type this headline with tongue in cheek because of course asphalt contractors look back at their pavements. We look back with pride, and double-check densities and smoothness. One of the wonderful aspects of being an asphalt contractor is the instant gratification of seeing a job well done at the end of the day. Not only does a smooth, black ribbon of roadway look gorgeous, it’s environmentally sound. Let’s look at just one section of the science behind that statement. In the draft report Reducing Urban Heat Islands: Compendium of Strategies, Cool Pavements, the authors described albedo as “the percentage of solar energy reflected by a surface,” and go on to say most of the research done on “cool pavements” had focused on the property of albedo. I found parts of the Strategies document somewhat problematic, but the National Center for Asphalt Technology (NCAT) offered an excellent summary of albedo in its online newsroom: “Albedo is computed as the ratio of solar energy reflected to solar energy received, and therefore is a unitless value. A material with high albedo (a value closer to 1) reflects more solar energy, whereas a material with low albedo (a value closer to 0) absorbs more solar energy. Typically, a lighter color is more reflective than a darker color. Thus, newly constructed concrete pavements have a higher albedo than newly constructed asphalt pavements.” I could not find within the Strategies document information on the detrimental effects of reflecting solar energy onto structures in the built—or urban—environment. In 2013, the researchers at Arizona State University called this phenomenon “unintended consequences.” Energy that reflects off of a light-colored surface doesn’t bounce directly back to the sun; it reflects at an angle onto an object nearby. I encourage you to read the white paper, Unintended Consequences, A Research Synthesis Examining the Use of Reflective Pavements to Mitigate the Urban Heat Island Effect, which was sponsored by the Arizona State University National Center for Excellence for SMART Innovations, at www.asphaltroads.org in the “all news” section. The authors of the white paper pointed out light-colored roofing materials can hinder the efficacy of rooftop air conditioning (and other electrical) units. By reflecting solar energy from high-albedo sidewalks, parking lots and roadways, city planners could be unintentionally increasing UHI effects through simple geometry. The authors stated: “Subsequently, the increased temperature makes air conditioning units work harder, accelerates the heat aging of the membrane, damages surrounding building components, and causes heat discomfort for pedestrians. This effect causes potential problems for the high-density urban areas where building components are in close proximity to each other (Li, 2012). For example, increasing the albedo from 0.15 to 0.5 would substantially impact the comfort of people standing on the more reflective pavement, increasing the temperature they feel by 3 to 6oC (Lynn et al., 2009).” Well-meaning researchers have suggested in a number of articles and blogs that painting a pavement surface, or even white-topping it, can reduce UHI effects. They’ve gone so far as to suggest white-topping be a new practice, ignoring the heat damage and glare from reflected solar energy. Math and science are teaming up to prove there is a better option: lower the albedo of the pavement to lower the temperature of the city. It looks like we can keep using asphalt to keep things cool overall. Stay Safe, The Big Paving Issue
asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS
Granite’s Airport Job Gets PWL Bonuses
• Diamond B Smoothly Bumps Grades • APS Paves S.R. 83 Multiple Ways at Once • Halifax Uses Modified Asphalt to Save the Day
AUGUST 2017 WWW.THEASPHALTPRO.COM
on the cover
Granite Construction rented this model of compactor featuring Compact Assist with Density Direct from Volvo Construction Equipment and Services of California to complete a Sacramento International Airport project in August 2016. See related article on page 40. Photo courtesy Volvo Construction Equipment.
August 2017 • Vol. 10 No.9
asphaltPRO 602 W. Morrison, Box 6a
Fayette, MO 65248 (573) 823-6297 www.theasphaltpro.com Group publisher Chris Harrison chris@ theasphaltpro.com publisher Sally Shoemaker email@example.com (573) 823-6297 editor Sandy Lender firstname.lastname@example.org (239) 272-8613 ASSOCIATE EDITOR Sarah Redohl email@example.com (573) 289-5390 Art Director Kristin Branscom business manager Susan Campbell (660) 728-5007
AsphaltPro is published 10 times per year: January, February, March/ April, May/ June, July, August, September, October, November and December by Asphalt Pro, LLC, 602 W. Morrison, Box 6a, Fayette, MO 65248. 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/.
www.THeAsphaltpro.com // 5
around the globe
Industry News and Happenings from Around the World Ireland
ALLU Group of Finland announced during Ireland’s Construction & Quarrying Machinery Show in April that Powerscreen Ireland is to be its new distributor throughout Ireland.
ASM Industries, based in Portugal and a key-player in the field of renewable energy, has selected Pemamek Ltd. of Finland to provide turnkey automated welding and production solutions for manufacturing tubular structures for offshore foundations.
The Transportation Research Board’s (TRB) National Cooperative Highway Research Program (NCHRP) latest Ready Results explores the Life-Cycle Cost Estimation Tool (LCCET), which is a spreadsheet-based tool for comparing the life-cycle costs of alternative designs for new and existing intersections. The tool is designed to allow engineers to conduct analyses across different system configurations. Conducting these analyses helps agencies identify locations where alternatives to traffic signals may be safer and less costly while also improving traffic flow. Visit http://www.trb.org/main/blurbs/176142.aspx to view the pdf.
FAE USA Inc., located in Flowery Branch, Georgia, selected singer/songwriter Edwin McCain as its spokesman. The company is the U.S. subsidiary of FAE Group, which manufactures machinery for land clearing, road construction and more.
Deere & Company, Moline, Illinois, has signed a definitive agreement to acquire the Wirtgen Group, a privately-held international company headquartered in Germany that manufactures road construction equipment. The purchase price for the equity is EUR 4.357 billion in an all-cash transaction. The total transaction value is approximately EUR 4.6 billion (USD 5.2 billion based on exchange rates at press time), including the assumption of net debt and other consideration. Wirtgen Group has five premium brands across the entire road construction sector spanning milling, processing, mixing, paving, compaction and rehabilitation. The portfolio enhances Deere’s existing construction equipment offering as the company plans to maintain Wirtgen Group’s existing brands, management, manufacturing footprint, employees and distribution network.
6 // August 2017
Bergkamp Inc., Salina, Kansas, announced in May this is its 40-year anniversary as a global manufacturer of pavement preservation equipment. The company was established in 1977 by Mel and Marjorie Bergkamp, and will commemorate the occasion with a number of educational and promotional events throughout the rest of the year.
The National Asphalt Pavement Association, Lanham, Maryland, summarized in its June 5 ActionNews the President’s industry-relevant fiscal year 2018 budget request as follows: “On May 23, the White House sent its FY 2018 budget request to Congress. The budget request includes $76 billion for the U.S. Department of Transportation (DOT). In total, this is roughly the same funding level as FY 2016. The FY 2018 budget request also includes an initial $5 billion to support President Donald Trump’s 10-year infrastructure initiative. Made as an unspecified request, the budget request indicates that the initial $5 billion will grow to $50 billion by 2021, and then decrease through 2028. “For surface transportation, programs funded from the Highway Trust Fund would be fully funded, consistent with FAST Act authorized spending for FY 2018. The budget proposes an end to Transportation Investments Generating Economic Recovery (TIGER) grants, along with significant cuts to the Federal Transit Administration (FTA) Capital Investment Grant program, shifting funding responsibilities for transit projects to the local level.”
Your AsphaltPro staff, Fayette, Missouri, has teamed up with hall-of-famer industry consultant John S. Ball III of Top Quality Paving & Training, Manchester, New Hampshire, to bring you an online training course for each member of your asphalt paving crew. Get lessons for best equipment operation, proper morning startup, building the launch pad, figuring yield, safety tips and more. This course is designed to give new crew members the basics they need, and to give veteran employees a refresher on best practices, all to improve your company’s quality output. Your purchase of the course gives you lifetime access on any device at any time to train any number of employees. Check out free previews of lessons or get started by clicking the green “enroll” button at http:// training.theasphaltpro.com/p/asphalt-paving-101.
The third annual Construction Angels NE Ohio golf tournament takes place Aug. 25 at Fowler’s Mill Golf Course in Chesterfield. Visit www.constructionangels.us for registration info.
Viewpoint Construction Software of Portland, Oregon, has teamed up with BKD LLP and FMI Corporation to perform deep research into construction productivity issues. The lag in global construction productivity has been estimated at as much as $1.2 trillion annually. Improving productivity by 10 to 20 percent could make a huge impact on the construction economy, providing more funding and resources for critical infrastructure projects. Source: Viewpoint Construction Software
As of June, Fabian Salinas is the vice president of sales for North America for Dynapac North America LLC, Rock Hills, South Carolina, and will lead sales efforts for the complete Dynapac product portfolio across the region. Jamie Roush is vice president of aftermarket and product support for North America as of July and will be responsible for growing the Dynapac aftermarket segment.
Travis Body & Trailer, based in Houston, Texas, announces it has added Florida Utility Trailers Inc. of Apopka, Florida, to its network in North America.
• The Equipment Leasing and Finance Association’s (ELFA) Monthly Leasing and Finance Index (MLFI-25), which reports economic activity from 25 companies representing a cross section of the $1 trillion equipment finance sector, showed their overall new business volume for April was $7.9 billion. This is up 8 percent yearover-year from new business volume in April 2016. Volume was down 11 percent month-tomonth from $8.9 billion in March. Year to date, cumulative new business volume was up 5 percent compared to 2016. Source: ELFA • The National Hispanic Construction Association (NHCA) held its 2017 legislative summit in Washington, D.C., June 6 and 7 to not only honor the leaders who embody the ideals of diversity, minority contracting inclusion and small business mentoring, but also to discuss the state of the Hispanic construction marketplace and meet with legislators on The Hill.
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keep it up
Match Sealcoat Pump to Mix for Uptime L
Like all equipment, when choosing a sealcoating machine, uptime, speed, efficiency and durable, high-quality results are on the line. To be successful the unit must deliver on all fronts. But not every sealcoat machine is right for every contractor. Follow these guidelines for optimal productivity and profits. The first thing to consider is the type of mix being used. What might deliver fast, high-quality results with one type of sealcoating machine pump could drain efficiency and profits with another. It’s important to know your mix and what kind of pump can handle it. Most mixes have between 5 and 6 pounds of sand per gallon, which can be used with Bowie, or gear pumps. These pumps feature a gear that spins inside of a cylinder. The gear creates suction that pulls liquid into the intake side of the pump, and then pushes it out the discharge side. While these pumps have been around for more than a century, keep in mind they tend to lose suction over time, so they are not ideal for modern sealcoating applications. There also are certain things to keep in mind with lower sand mixes. Diaphragm pumps, which pull liquid in as the diaphragm contracts and then pushes it out as it expands, can be used to pump mixes with as little as 2 pounds of sand per gallon. This can be an advantage with smaller jobs, such as driveways or anywhere without heavy traffic, but if larger commercial jobs are on the line, a sealcoating machine with a more powerful hydraulic pump is in order. Hydraulic-powered piston pumps can take on mixes with 8 or more pounds of sand per gallon—mixes that give contractors the ability to take on a wide range of projects, such as federal jobs and larger commercial projects. The pump uses hydraulic power and pistons to continuously pull liquid in and push it out, which also makes them ideal for thicker materials, such as asphalt emulsions and modified sealers. Hydraulic-powered piston pumps also allow contractors to move materials 40 percent faster than diaphragm pumps, so larger jobs get done quicker.
10 // August 2017
The piston pump design uses leather seals that require no daily upkeep, leading to consistently high productivity. Seals typically pump at least 200,000 gallons of sealcoat before needing to be replaced, outlasting rubber seals in diaphragm pump designs. Matching the pump to the mix for success on the surface is one thing, but considering what goes on behind the scenes is another.
Determine Maintenance Needs, aka Downtime
Bowie pumps must be greased often, and abrasive high-sand mixes and asphalt emulsions can quickly wear down the rotary gear. This causes a gap in the seal resulting in pump pressure loss. Rebuilding it can get expensive, considering material costs, labor and downtime. Diaphragm pumps also require regular maintenance. They use rubber seals, which must be replaced regularly. Leather seals, like those found in piston pumps, don’t need daily upkeep and have been known to last through as much as 200,000 gallons of sealcoat before replacement is required.
Size It Up for the Project
Just as understanding pump systems affects your bottom line, so does finding a machine with a tank suited to fit the operation. When working on smaller jobs, such as residential driveways or small parking lots,
a 750-gallon tank is big enough to complete each project without refilling. Larger jobs, such as airport runways and mall parking lots, on the other hand, will likely require a larger tank to minimize refills. Some tanks, such as skid-mounted units, can hold as much as a few thousand gallons. Ensure the truck or trailer used to haul the unit has ample axle capacity to support the system’s weight. Keep in mind this includes the weight of the equipment plus the material that will be inside of it. Sealcoat generally weighs around 10 pounds per gallon, sometimes more depending on the amount of sand in the mix. That means a 750-gallon tank that weighs about 4,000 pounds empty will have another 7,500 pounds of pressure on the trailer axle when filled. When it comes to sealcoating jobs, productivity and profits are on the line every day. Use a machine that matches the operation then uptime, speed, efficiency and durable, high-quality results will win every time. For more information, contact (770) 8301282 or firstname.lastname@example.org. – By Maury Bagwell, lead engineer, Neal Division of Blastcrete Equipment Company
(verb) \uhp-sahy-kuh l\:
To reuse material in such a way as to create a product of higher quality than the original:
Ultradrum A.R.E. 50%
I t seems any plant these days can recycle, but have you ever asked about the quality of the mix produced? With higher RAP percentages comes the problems of degradation of the mix.
That’s why Gencor developed the innovative UltraRAP and MegaRAP concepts, which can process 70% and 100% recycle without superheating and degrading the quality of the mix. The result is a noticeably superior and consistent mix. So if you want superior high RAP capability, don’t just recycle ... Upcycle. Call Gencor today and learn how you can “Upcycle”. 407.290.6000 or visit www. gencor.com
APS Manages Multiple Paving Techniques in a Day In-place recycled foamed asphalt— placed with a SprayJet paver in one pass and topped with micro surfacing—provided same-day rebuilds for a rural pavement in south New Jersey. In this project, aged bituminous lifts of New Jersey S.R. 83 in Cape May County were asphalt foam-recycled just over 3 inches—down to the existing concrete slabs—using a full lane in-place recycler, which revealed the surface of the slabs. In one continuous pass, the Wirtgen 3800 CR recycler placed the foamed recycle mix into the hopper of a following Vögele Super 1800-3i SprayJet paver, which shot an asphalt emulsion bond coat onto the slabs immediately ahead of the recycle mix placement. To preclude damage to the existing concrete slabs this mix was compacted using oscillation compaction from a Hamm HD+ 120i VO roller in breakdown position. Finally a micro surfacing driving course was placed on the 100 percent recycled pavement, followed by lane striping. An entire paving sequence from recycle to striping was taking place in one day, with multiple days involved for the complete project. Asphalt Pavement Systems Inc. of Hammonton, New Jersey, was the general contractor for the project, undertaking cement spreading, the recycling, the compaction and the finished micro surfacing.
Fight Block Cracking
“We’re in-situ recycling 3 inches of existing pavement, and paving back 3 inches of recycled pavement,” said Mike Marshall, director, recycling products, for Wirtgen America Inc. “It’s the first project in New Jersey using the cold-in-place foamed asphalt process, and the first to use a spray finisher concept. “Because we are exposing the concrete by recycling all the asphalt, we are simultaneously applying emulsion tack coat to the concrete using the spray finisher, and then laying the recycled material immediately on top of the bond coat,” Marshall continued. “This forms a complete bond between the
12 // August 2017
New Jersey S.R. 83 in Cape May County received multiple paving methods per day to resolve reflective cracking issues. All photos courtesy Tom Kuennen.
A Heart Transplant for Your Plant
The control system: it’s the heart of your plant, reaching every aspect of your operation. ASTEC Retrofit Controls expand and improve your capabilities with an all new control system customized to fit your needs. It’s like a heart
Pictured from left to right Roy Bryant, Plant Foreman Ricky Pendergrass, General Superintendent Bailey Watkins, Asphalt Plant Manager
When our outdated controls started to give us problems, we knew it was time to upgrade. We chose Astec because of the service. Astec has the absolute best service.
your Includes an updated A Stransplant T E C , for IN C .plant. an Astec Industries Company 4101Control JEROME Center, AVENUE Power • CHATTANOOGA, TN 37407 USA • 423.867.4210 • FAX 423.867.4636 • astecinc.com Center and all new The new system communicates timing and electrical switch gear.
tolerances when switching mixes extremely well. Now we know when the mix is in tolerance; therefore, we waste less asphalt. — Bailey Watkins Asphalt Plant Manager, Fred Smith Company
an Astec Industries Company 4101 JEROME AVENUE • CHATTANOOGA, TN 37407 USA • 423.867.4210 • FAX 423.867.4636 • astecinc.com
A Wirtgen 3800 CR recycled 3 inches of asphalt down to the underlying concrete slabs. Then the SprayJet paver placed the foam-recycled pavement on top of the bond-coated slabs. concrete and recycled layer. It’s never been done before; it’s an entirely new concept.” Foamed asphalt mixes incorporate liquid “foamed” bitumen or asphalt as a stabilizing agent, in which hot liquid asphalt is foamed with water and air, and injected into reclaimed materials or aggregate in a mixing chamber. Precise addition of water allows control of the rate and amount of asphalt foam expansion. The expanded asphalt has a resulting high surface area available for bonding throughout the materials, leading to a stable cold mix that can be overlaid with a thin wearing course. “With foamed asphalt, it’s not a coating process; instead the foam bubbles burst and attach to the fines,” Marshall said. “This creates a mortar effect, which locks in the larger particles, but doesn’t continuously bind them. Therefore you can have some movement in the bottom of the layer that is not transmitted all the way to the top of the layer. That feature permits greater resistance to reflective cracking from the underside.”
14 // August 2017
Micro Surface the Top
Following oscillation compaction with a tandem roller, the pavement was micro surfaced. According to FP2 Inc., micro surfacing is a high-performance enhanced slurry seal composed of a mixture of polymer-modified emulsified asphalt, dense-graded crushed fine aggregate, mineral filler, break control additives and water. The emulsifiers and additives allow micro surfacing to be placed at thicknesses up to 1.5 inches and the surface to cure in less than an hour. “The New Jersey DOT is looking for a highly economic solution to their problems, and the combination of the recycle layer and the micro surfacing should save a significant amount of dollars,” Marshall said. “The existing strength of the pavement will be enhanced, as well as the rideability.” Segments of the pavement were completely recycled, micro surfaced, striped and opened to traffic each day over a 10-day period. “The way the construction is organized, we will recycle, compact, seal and stripe the
pavement, and open it to traffic that evening,” Marshall said. “The only closure will be during the day in the work zone. Every night road users will enjoy a rebuilt road segment that’s striped and ready to go.” The project on New Jersey S.R. 83 was approximately six linear miles by 40 feet wide. Ahead of the recycler, cement was distributed by a precision Streumaster spreader to an amount equal to 1 percent by mass of the recycled material, 4.6 pounds per square yard. Then a Wirtgen 3800 CR recycler worked from the outside-shoulder-in, 12-foot 6-inch width, adding 2.4 percent foamed asphalt in addition to the 1 percent cement. For a second pass, the 3800 CR picked up from the centerline, and worked 10 feet wide with foamed asphalt, which provided a full-lane width homogeneous blend from centerline to the outside of the shoulder. Optimally the recycler would operate at about 29 feet per minute, approximately 360 tons per hour.
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RECYCLE/COLD FEED BINS
TOP: The SprayJet paver places polymer-modified bond coat immediately in advance of the foam-recycled mix. BOTTOM: The team used oscillation compaction instead of vibration to provide minimal disturbance to the concrete slabs under the foam-recycled pavement. When the recycle train reached the end of the project, it turned around and recycled the opposite lane in one pass. An asphalt emulsion tack or bond coat was being placed on concrete slab passes only, not the shoulders, said Wirtgen’s Mark Stahl, recycling products manager. “In the shoulders, once you remove the asphalt, all you have is aggregate and dirt below,” Stahl said. “We’ve seen there’s no sense in placing a tack coat on top of dirt/
16 // August 2017
aggregate. We won’t apply it there but do place it on the main line.”
Minimize RAP Piles
“The significance of this project to New Jersey is twofold,” said Robert Capoferri, owner of Asphalt Paving Systems Inc. “We’re introducing a recycling process that can help minimize the amount of RAP being stored at asphalt plants around the state. This process utilizes the existing as-
phalt and recycles it in-place, making a totally green product.” Test results for this pilot project were coming out exceptionally well, Capoferri said. “Compaction on the foamed lift is in the neighborhood of 98 percent, with 83 percent coming off the back of the paver. The benefit of the oscillation compaction is that we will not damage the concrete beneath the pavement. We don’t want to disturb the slabs any more than need be.” Target density was 95 percent (5 percent air voids). Micro surfacing must be delayed several hours before placement on the foamed asphalt lift, he said. “We’re letting the moisture evaporate out of the mix, allowing it to stiffen or tighten up,” Capoferri said. “The micro surfacing is done to weatherproof the surface.” When cold milling is called for, Capoferri converts the 3800 CR recycler into a milling machine. Capoferri uses his Vögele Super 1800-3i SprayJet paver to do more than place recycled subbases. “We have two of them, and we use them for thin bonded overlays,” he said. “For this operation it permits us to tack-coat the concrete as we’re going, eliminating any sliding of the base that might occur. We’re using a heavily polymer modified emulsion that will help the subbase bond with the concrete.” For the subbase, the Hamm roller was used in the breakdown position in oscillation mode. It was followed by a vibratory tandem roller in intermediate position, and a pneumatic roller for finish. The rubber-tired roller also was used to compact the micro surfacing. “In-place recycling has many benefits to local governments,” said Gregory D. Bitsko, P.E., senior director of structural engineering for Cherry, Weber & Associates, of Freehold, New Jersey, who was observing the process and who previously had designed a foamed asphalt reclamation project for the Delaware River Joint Toll Bridge Commission. He spoke specifically of a cost advantage. “It allows very scarce funds to go farther,” he said. “Savings from projects where recycling is possible frees up resources for projects where those opportunities don’t exist.” – By Tom Kuennen
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IIPL secured the contract for four on-call pothole and shoulder repair projects that make up the 83.2-mile interstate system throughout Dallas County. Both photos courtesy Falcon Asphalt Repair Equipment.
Texas Company Solves Problems on Highway Project IIPL USA tackles temperature, tack and working-hours with 4-ton hotbox
Becoming responsible for the maintenance of a stretch of highway is a big undertaking. Becoming responsible for the entire interstate system in Dallas County is even bigger. IIPL USA, a wholly owned subsidiary of ITNL out of India, has been in business for three years and started its first contract last
18 // August 2017
September in Tyler, Texas. Since then, the company has hired over 40 employees in six offices and secured 12 contracts that are valued at over $13 million. One of those contracts was for the Dallas District of the Texas Department of Transportation (TxDOT), and involved four oncall pothole and shoulder repair projects
that make up the 83.2-mile interstate system throughout Dallas County. Taking on a project of that size had its fair share of problems, such as trying to keep the asphalt warm at night for late operations, applying tack cleanly and extended working hours. â€œOne of our primary issues was the fact that we have three crews working these
project management “All the plants in the area are closed at night, so we have to pick up all of our asphalt before 3 p.m.” — Rick Sulzer According to Sulzer, another added benefit of the Falcon’s heat management system is how quickly it allows them to work. “The benefit of using our Falcon on the Interstate is the fact that we can get more work done faster and get off the road,” Sulzer said. “Most of the work involves a rolling lane closure with two TMAs behind our crews. It’s always dangerous when you have lanes closed on the interstates, so the Falcon helps us get off the road faster.”
IIPL USA used the Falcon hotbox’s 30-gallon heated and insulated tack tank with spray system to apply tack to problem areas along the interstate. Before getting its Falcon machine, IIPL dealt with trying to keep their asphalt warm at night for late operations and applying tack cleanly. four contracts including an emergency call out item, which requires us to be on-site within two hours,” said Rick Sulzer, P.E., chief operating officer, IIPL USA. To tackle issues head on, Sulzer and IIPL USA started a search for a low maintenance machine to help them out on the jobsite. After scouring the Internet, they came across the Falcon 4-ton hotbox and reached out to Shiloh Equipment, the local dealer, who conducted a demonstration of the product. “The Falcon machine solved some unique challenges for IIPL USA,” said Dan Thompson, president of Shiloh Equipment, Inc. “With it, they have the ability to purchase hot mix from the asphalt plant at the close of business each day and hold that material at temperature until it is used by their night shift crew. They’re also able to experience a lower cost of ownership for this type of equipment.” Since they purchased it, the Falcon machine has helped IIPL USA stay both productive and profitable on the jobsite. “Before we had the Falcon, our productivity was low due to us having to manually move the asphalt around in the trailers,”
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Sulzer said. “But now, in a rough estimate, I would say that our productivity has increased about 50-percent.”
One of the biggest issues IIPL USA encountered on the Dallas County interstate project was keeping the asphalt warm for nighttime operations. “All the plants in the area are closed at night, so we have to pick up all of our asphalt before 3 p.m.,” Sulzer said. “The Falcon hotbox allows our crews to keep the material at the right temperature until they head out at 9 p.m. for the night shift.” The Falcon hotbox is designed to keep asphalt hot all day, hold hot mix overnight, and heat and re-heat cold patch. The patented heat management system is certified to operate at 92 percent fuel efficiency, using less than 3 gallons of diesel fuel per eight-hour shift. It accomplishes this with a one-piece, seamless ceramic combustion chamber that creates a tumbling action that forces a complete blending of fuel, air and heat to achieve high combustion efficiency.
One of the other issues IIPL USA faced was applying tack to potholes along the interstate. It was messy, time-consuming and challenging. IIPL USA designed and customized their 4-ton machine to include a 30-gallon heated and insulated tack tank with spray system, which helped solve that problem. “The built-in tank and spray unit allows our crews to easily put down the tack without a huge mess,” Sulzer said. “Our productivity has increased greatly, and the tack sprayer is so much easier and cleaner to work with.” One of the requirements for IIPL USA when purchasing a machine was finding one durable enough to handle difficult and time-consuming jobs like the Dallas County interstate system. Working two shifts per day, six times a week, the Falcon machine has proved to do that. Overall, the Falcon machine has proved to be a formidable addition to IIPL USA’s fleet. Not only is it durable, efficient and productive, but it’s also helping them enhance the livelihood of the populations they serve while modernizing the structures that support their overall well-being. – By Alexis Brumm
Alexis Brumm is the director of media relations for Falcon Asphalt Repair Equipment.
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Asphalt Drum Mixers
Diamond B’s Amite plant lab does mix design for the entire company.
Diamond B Blends Efficiently and Bumps Grades with Ease Part of running a successful, multi-generation business is knowing when to innovate: when to pivot, when to expand, and when to invest in new equipment. That spirit is at the heart of Diamond B Construction in Louisiana. When Phillip Bossier’s grandfather, L.H. Bossier, started the company more than 60 years ago, he was mining gravel in Amite. “He sold a lot of gravel to asphalt producers, but he got tired of doing that and figured he’d do it himself,” Bossier said. Good thing he did; now the company has five asphalt plants across Louisiana. But, that spirit of innovation and fearlessness in the face of change remains. When Louisiana began to allow asphalt producers to blend polymers in-line, Di-
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amond B Construction quickly jumped on board. “Essentially when we add the polymer and your PG64 becomes better than a PG70,” Bossier said. “Instead of buying PG70 straight from a supplier, we create our own.” To truly benefit from this new opportunity, Diamond B purchased an Accu-Shear blending system for one of its plants. Within a few months, Diamond B had an Accu-Shear at all five of its plants. Diamond B also began to see many benefits from its Accu-Shear systems due to its ability to dynamically foam mixes. Depending on the application, Louisiana may require up to 4 grades of asphalt binder at a time. In-line blending helps lesson the burden of ordering and storing all of those different grades at once.
The Story Behind Diamond B Diamond B Construction has five plants across the state of Louisiana, in Monroe, Alexandria, Leesville, New Iberia and Amite, all of which are Astec double barrel drum plants of various sizes. The company employs around 350 employees, with around five at each plant and 14 on each of its five laydown crews. About 80 percent of the hot mix Diamond B makes is laid by its own crews, which focus primarily on work for Louisiana DOT. “In some of our more rural markets, if you want to sell the mix you’re going to have to lay it yourself,” Bossier said. Diamond B also has its own milling operations, base operations, bridge operations and other road construction support crews.
“In some of our more rural markets, if you want to sell the mix you’re going to have to lay it yourself.”—Phillip Bossier Diamond B has lab personnel at every plant, but it also has a lab that does mix design for the entire company at its Amite plant. That’s also where Diamond B mines the gravel it uses. Everything else it uses is limestone coming into the state by rail or water.
Within a few months of buying one Accu-Shear, Diamond B puchased one for each of its five plants.
Grade Bumping with the Accu-Shear
At each of its five plants, Diamond B has an Accu-Shear for blending and foaming, which helps them bring down their mix temperatures by 20 to 25 degrees. Louisiana’s minimum temperature is 275 degrees, which Bossier said is right on the highest level of what would be considered warm mix nationally. Diamond B’s mixes still run well above that 275 limit. When the state began to allow producers to blend polymer additives, Diamond B starting moving down that road. “We tried the Accu-Shear at one location and we liked the performance,” Bossier said. Although it requires Diamond B to do a little more during the production, testing and mix design stages, Bossier said it’s worth the extra effort. During mix design and testing, the inline blending of polymers adds a few steps and variables, Bossier said, compared to buying polymer modified liquid AC straight from the refiner.
Sometimes, Diamond B will be blending up to four kinds of binder at one time.
The company has used its Accu-Shears to add cold mix additives to the cold mix it produces at its Alexandria plant, which it sells across the state. This includes shipping liquid AC samples to its polymer supplier and then receiving the blended sample back, running DSR tests in-house on the blended sample
Bossier said the Accu-Shear only minimally affected the production process. As with any additional equipment, adding the Accu-Shear meant plant personnel would have to run the appropriate controls for blending with the Accu-Shear and additive tanks. www.THeAsphaltpro.com // 25
Diamond B Construction has five plants across the state of Louisiana, in Monroe, Alexandria, Leesville, New Iberia and Amite, all of which are Astec double barrel drum plants of various sizes. along with a third party doing the same for reference, and then running the appropriate controls for blending with the Accu-Shear and additive tanks at the plant. In most instances, Diamond B is using a PG67 liquid AC and blends it with latex through the Accu-Shear to add polymers and enhance the binder to a higher grade. Prior to installing its Accu-Shear devices, Diamond B tried several different types of blending equipment, but the company prefers the Accu-Shear process. “Stansteel works differently than other products because the blending mechanism shears the additive into the liquid, which we find very efficient,” Bossier said.
If You Can’t Blend It, Foam It
Today, Diamond B foams all of its mixes. “Even if we’re not blending, we’re foaming,” Bossier said, adding that even just the foaming process helps the company’s laydown crews get better compaction.
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Image: © www.fotopizza.com
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Diamond B Construction has five plants across the state of Louisiana, in Monroe, Alexandria, Leesville, New Iberia and Amite, all of which are Astec double barrel drum plants of various sizes. Bossier said that his crews can tell a difference when rolling foamed mix. “The compaction ends up being easier to obtain if you foam,” he said. “Foaming will typically take a few passes out of our typical roller pattern.” “Another reason we [foam everything], is so we don’t add other variables when troubleshooting,” Bossier said. “Changing that variable can affect how people react when a mix behaves differently.” Another benefit? “When you foam and drop the temperature, the mix seems to hold the heat pretty well in transport,” Bossier said. Generally, Diamond B’s longest hauls are around 80 miles. Although Bossier can’t say for sure if foaming has let his crews travel further with mix, he knows it’s made a difference in how safe
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he can feel about the temperature on those longer hauls.
In its hot mix, Diamond B uses around 20 percent RAP, but doesn’t use RAS in its mix designs. “We have a limit in our DOTD mixes of 20 percent on binder and 15 percent on wearing courses,” Bossier said. But, a new spec coming out soon might allow producers to add 5 percent more RAP to each of those mixes, bringing it up to 25 and 20 percent, respectively. Typically, Diamond B runs around 15-20 percent RAP in its mixes, but Bossier said he’d love to be able to run more.
“If it would take 90 minutes to get to a job, I definitely feel better when I know the mix is foamed and that heat loss is going to be limited,” Bossier said. “For producers who are allowed to perform at temps below 270 and really make warm mix, foaming must be an even more dramatic benefit.” When Diamond B’s trucks have to haul further than 80 miles, the company sometimes adds a rejuvenator to its mix to save the temperature and make it easier to handle the mix when it arrives to the job. Bossier added that foaming has also helped them see the amperage draw on the slat conveyor decrease when running a dynamically foamed mix, allowed them to keep it in the silo longer, and get the material to release and flow better. – By Sarah Redohl
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In this staged photo, Steve Murray of Steve Murray Trucking, Hooksett, New Hampshire, demonstrates how some drivers may be required to spray their truck bodies with release agent by hand. The plant may have a station set up before the loadout area where the truck driver will exit the safety of the cab, ascend a platform, and use a wand to lubricate the truck bed. If this is the case, he will wear his safety vest and be aware of his surroundings when out of the truck. There’s no dilly dallying when out of the cab at an active plant. Photo courtesy John Ball, Top Quality Paving & Training, Manchester, New Hampshire.
Save on Costs with Your Professional Guide to Asphalt Mix Delivery Part 3—An Independent Look at Best Haul Practices By Sandy Lender
For the 2017 paving season, we dive into an essential area of project management for asphalt professionals: safe and timely delivery of hot-mix or warm-mix asphalt (HMA/ WMA) to the paving site. During this eight-part series, you’ll get some back-to-basics best practices to share with veteran and new haul truck drivers, in addition to new tips, ideas, and case studies with logistics and technology that will enhance your bottom line. Producers have streamlined processes at the plant; contractors have nailed down best practices in the work zone. Now it’s time to
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harness the potential you’ve been missing when it comes to mix delivery and haul truck fleet management. Last month we took an in-depth tour of maintenance. Next month we’ll look at safety aspects. This installment gets down to business with one independent driver’s great ideas and adherence to regulations in particular. Steve Murray of Steve Murray Trucking in Hooksett, New Hampshire, cut his teeth at Pike Industries, headquartered in Belmont, New Hampshire. He’s been driving independently for 35
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years—25 of those hauling asphalt—and he takes safety and operations seriously. His current rig is a 2007 Kenworth tri-axle, and you better believe he has it decked out for optimum performance. Beyond the truck, Murray knows his job responsibilities inside and out, and knows how to be an indispensable member of the paving team.
Get to the Job
The driver who works as a member of the team follows directions and communicates with the rest of the crew. One of the first steps upon arriving at the plant is to take note of the signs posted for your benefit. “We all have CBs,” Murray said. “The plant will post which channel you should be on when you’re on site.” When you pull through the gates, make sure your citizens band radio is set to the correct channel to receive instructions and communicate with the plant manager. Follow the signs to unload material or proceed to the loadout area. Depending on the plant’s setup, you may be required to spray release agent in the bed by hand. If this is the case, you must wear your safety vest and be aware of your surroundings when out of the truck. There’s no dilly dallying when out of the cab at an active plant. If the plant is equipped to automatically spray the bed, you can stay in the safety of the cab and merely drive under the spray system. The release agent isn’t just a mechanism to help you with cleaning later. The release agent—as its name implies—assists in the proper release of material from the body of the truck. Murray went a step further and installed a plastic liner made for asphalt in the bed of his truck. It allows the asphalt to slide and not build up. “Letting material move as a mass is important to keep it from segregating when you’re charging the hopper,” John Ball said. He’s the proprietor of Top Quality Paving and Training of Manchester, New Hampshire. Similar to Murray, he began his career with 30 years at Pike Industries, working 10 of those years as Pike’s director of training. The next step is to drive under the silos, using stoplights or marked bars along the loadout scale to help line up under the correct silo gate for loadout. Ball shared that to deliver mix with minimal segregation, drivers—and plant operators—should start by loading haul trucks in a three-drop method under the silos. To do this, pull the truck under the designated silo to receive one drop in one end of the truck bed. Then move the truck back for the second drop. Then move the truck forward to receive the third drop in the center of the truck’s body.
The plant owner can set up a system of numbered or lettered stop signs or bars, or an actual traffic light, to help direct this operation. Loadout controls available from any number of plant or controls manufacturers can make it easy on the plant operator and safer for the driver under the gates. For example, Ken Cardy, the president of Libra Systems Inc., of Harleysville, Pennsylvania, explained that the Libra Silo Safety System will not allow a drop to occur if the truck is not detected under the selected silo. Then the user has the option to be prompted prior to discharging the first drop, or every drop.
“When you get into a paver, get off the CB radio. Get off the phone. Take the three minutes out of your day to pay attention. Be aware of the guy you’re working with.”—Steve Murray “The system can be set up for three drops,” Cardy shared. “In fact, the number of drops can be set to any value and they can be configured on a truck-by-truck basis. Further, for producers that use trailers or ‘pups,’ the user can specify the number of drops to put in each vessel.” Even ticket-retrieval after loadout has become automated to the point that drivers can collect the paper from a kiosk on their way off the loadout scales or past the control house without leaving the safety of the cab. You will give this ticket to the dump man at the paving site, so keep it close at hand. One of the more obvious tools haul truck drivers have available to them nowadays is global positioning systems (GPS). That doesn’t mean you want to plug in the address of the nearest business to the work zone and take off from the plant, following the voice prompts from your Garmin™. Your smart phone or GPS on the dashboard may not know that the job foreman has set up a route that keeps all haul truck traffic away from a nearby school or away from a congested area that would not only slow production but also give material time to cool while you sit in a traffic jam for an hour. Murray explained why you don’t want to merely set your own route and schedule. “It’s imperative that everybody goes the same way,” he said. “If everybody goes their own way, load one ends up arriving as load six. And if someone breaks down at 2 in the afternoon, you need to be able to find him.” When Murray is hired for a job, the owner doing the hiring typically gives him instructions, but he recommended double-checking driving directions with someone who has been at the job site. “Usually the owner of the company gives me directions, but the best person to get directions from is the foreman on the job. The worst person to get directions from is the dispatcher, because that person has no clue where the job is.” When in doubt, ask. “It’s to the advantage of the people you’re working for if you all communicate,” Murray said.
Join the Crew
Murray knows what the asphalt paving crew needs from the haul truck driver who brings the perishable material to the paving site.
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Whether you’re the trucking foreman managing a fleet of inhouse vehicles for a large contractor, or the dispatcher for a trucking company subcontracted for a variety of projects each day, Murray’s tips can help your drivers be more efficient and contribute to a quality outcome. First, drivers should not approach the work zone with the attitude of a private, subcontracted outsider. They should recognize that they are members of the crew striving for a bonus-worthy mat. The manner in which the driver delivers the mix will make a difference in the end result that motorists drive on and that the company gets paid for. This requires communication. For example, during a night paving project on the Florida Turnpike, one of the crews for Middlesex Corporation, Orlando, rallied to help a new driver. The driver was the first of the trucks to arrive for the paving portion of the project that particular night, and the dump man guided him into the work zone. When the truck was in position, the driver didn’t immediately respond to hand signals from the dump man or the paver operator. The crew knew something was wrong. Rather than yelling or getting upset, the dump man and foreman on the job went to the driver’s window and worked with him. They explained the signals and helped him get the hopper charged. The next time that driver came to the work zone, he knew just what to do. That’s teamwork. Their help made the driver part of the crew that placed a quality mat. Keep in mind, it’s not the dump man’s job to train truck drivers. As the haul truck driver, you want to be aware of your responsibilities, and you want to work as a member of a welloiled machine out there. For example, when you get to the work zone, Ball suggested you take note of how many trucks are already on the job. If you aren’t the first truck to arrive, Ball said you’ll enter the work zone between the cones or barrels several feet in front of the first truck in the line. You will then line up in front of the other haul trucks. If you are the first—or only—truck on the scene, you’ll slow down and enter the work zone ahead of the paver, and come to a complete stop when the entire truck body is inside the work zone. Make sure no one from the traveling public has followed you into the work zone. Look in your mirrors to make eye contact with the dump man or foreman on the job, and check your backup camera. Murray reminds you that at this time, you will either press a button in your cab to automatically raise your mud flaps; or you will put the truck in park, engage the parking brake, double-check your safety vest, and exit the cab to lift the mud flaps manually. Be efficient in this operation and get back in the cab so you aren’t in harm’s way. “Things change very quickly on the job, so be aware of your surroundings,” Murray said. “When I get on the job, I look around, and I’ll get out and take care of the flaps.” Only when you re-establish eye contact with the dump man, will he signal that it’s safe to begin backing toward the paver. When you put the truck in reverse, make sure you can hear your backup alarm. You will back toward the paver, looking to the side where the dump man’s working. Murray suggested keeping that edge of the body about a foot from the edge of the hopper to keep the
www.THeAsphaltpro.com // 33
bed centered in the hopper. You will come to a stop before touching the machine. The dump man will guide you, giving signals to nudge left or right, and when to stop to prevent a bump against the paver. He will come to you to collect the loadout ticket. Next, the paver operator will drive the tractor slowly forward to touch the rollers to your back tires. The dump man and paver operator will give the signal for you to begin raising the body, and will give a signal when you are to stop, holding the body at a certain height, letting the material move as a mass.
Haul Truck Don’ts • Don’t bump the paver. • Don’t lock up the tires. • Don’t raise the body so high that the tailgate pushes you out of the hopper. • Don’t lose communication with the dump man. You will keep your foot on the brake while the paver pushes the truck forward, and you will feel the pressure. If you lift your foot off the brake, the pressure of the material charging the hopper will push you off the tractor and you’ll end up with a mess in front of the paver. Nobody wants to see that happen. All of this requires your full attention not only for smooth operation, but also for crew member safety. “When you get into a paver, get off the CB radio,” Murray said. “Get off the phone. Take the three minutes out of your day to pay attention. Be aware of the guy you’re working with.” Once the material starts to move, you’ll know that it’s going well. Remember the release agent you sprayed in the bed when you were at the plant? That comes in handy now. “You can feel it,” Murray said. “After you’ve done it a long time, you can feel it shifting right. You can see the edges in the mirrors and you can hear it. It doesn’t matter whether you’re dumping in a paver or a windrow, you’ll feel it when it’s right.”
When the haul truck driver arrives at the plant, he will see a number of signs directing his path. One sign will let him know what channel to set his CB radio to for clear communication on site. Others will show where to dump millings or sized aggregate, where to spray the truck body, where to collect loadout tickets, and so on. Bottom photo courtesy John Ball, Top Quality Paving & Training, Manchester, New Hampshire. 34 // August 2017
To participate as a member of the paving crew, you must keep your truck up to spec. Last month, we walked through maintenance items thoroughly. Now let’s take a look at some of the new regulations that affect your rig. Tier 4 Final (T4F) engines have brought emissions levels to their knees. As the Diesel Technology Forum’s Executive Director Allen Schaeffer pointed out on page 56, “Depending on the horsepower range of the machine, emissions of particulate matter (soot) and oxides of nitrogen (NOx) have all been reduced by more than 90 percent.” With high-tech engines come high-tech considerations. For example, Kristen Williams, the executive director of the Independent Equipment Dealers Association, spoke with Mark Pentz of Calvin Group Inc. in Windsor, Colorado, for this edition of AsphaltPro and learned that his team sees contractor concern when it comes to maintenance costs related to the EPA’s Tier 4 mandate. Asphalt contractors, of course, want to keep these machines running most efficiently. “A few contractors have told me that they’ve had issues with their trucks tripping error codes while hauling hot material,” Pentz shared. “There isn’t anything wrong with the truck, but they still have to get someone who is certified to work on that engine to come out and reset the code. That chews into a lot of the day—something they can’t afford when they are trying to lay pavement.”
A spokesperson for Roadtec in Chattanooga, shared that new T4F engines are intelligent and have different severities of codes to alert operators of internal error. Luckily, paving equipment OEMs have designed intelligent systems, too. Roadtec’s telematics monitors the machine, including what the engine is doing. “Guardian would alert the office, and anyone set up for alerts, that there was an issue before the engine would de-rate or shut down.” Something else promises to cut into the paving schedule: giving time off to drivers who cross state lines getting to the work zone. As of press time, fleet managers had no choice but to start learning and complying with a rule published Dec. 16, 2015, regarding the amount of time that drivers of commercial vehicles with a minimum combined gross vehicle weight of 10,001 pounds or more are entitled to have off-duty after working for a 7-day or 8-day time period. According to the Federal Register final rule published in Vol. 80, No. 241, “[t]he Federal Motor Carrier Safety Administration (FMCSA) amends the Federal Motor Carrier Safety Regulations (FMCSRs) to establish: Minimum performance and design standards for hours-of-service (HOS) electronic logging devices (ELDs); requirements for the mandatory use of these devices by drivers currently required to prepare HOS records of duty status (RODS); requirements concerning HOS supporting documents; and measures to address concerns about harassment resulting from the mandatory use of ELDs. The requirements for ELDs will improve compliance with the HOS rules.” What that means for trucking foremen is being aware of in-duty schedules for drivers. The effective date of the HOS and ELD rule, as we reported earlier this year, was Feb. 16, 2016, and the compliance date will be Dec. 18, 2017. It’s not an easy rule to digest. Howard Marks, the vice president for environmental, health & safety at the National Asphalt Pavement Association (NAPA), helped make sense of it for readers. “FMCSA’s regulations are difficult to understand, and even though applicable to interstate trucking, many state transportation enforcement agencies incorporate these for intrastate trucking compliance,” Marks shared. “Drivers that haul asphalt pavement mix need to understand and comply with these or their state-specific hours of service regulations. Drivers who haul asphalt mix can take advantage of a couple FMCSA exemptions that provide some relief to the HOS requirements.” Those exemptions are just as difficult to wade through as the original rule. You have to meet certain conditions to take advantage of certain exemptions, Marks explained. First of all, truckers hauling asphalt pavement mix from the plant to the work zone are considered “property-carrying drivers” under the HOS regulations. They are on-duty from the time they clock in until they’re relieved from work. It is generally inferred that “on-duty” includes time spent waiting at the plant to load or unload material, time inspecting or servicing the truck, actual driving time, and even time resting in the vehicle while a line of trucks charges the hopper behind you. There’s a list of definitions and guidance for the HOS regulations at this link: https:// www.fmcsa.dot.gov/regulations/title49/section/395.2 “There are currently two primary exemptions that asphalt mix drivers can take advantage of: relief from the mandatory 30-minute break within eight hours of on-duty time and the requirement to record their duty status (RODS), through the “short-haul” exemption; and the ability to restart the driver’s
www.THeAsphaltpro.com // 35
6 Ways to Use Telematics Data For the fleet managers and estimators in the audience, Caterpillar shared June 22 through its Cat All Day e-newsletter, six bullet points for using telematics to improve your margins. Haul trucks aren’t the only “machines” in your fleet using telematics; by checking the data from all those machines, you can find areas where you can bolster your competitiveness. 1. Use historical information to improve bidding accuracy. Before you attempt a cost estimate, take a close look at telematics data from similar jobs that have already been completed. How many machines were required to do the work? How many hours did each unit run? How much idle time was logged? How much fuel was burned? Does the data need to be adjusted for extenuating circumstances— weather delays, supply disruptions, fuel price spikes or other issues? Let facts from the past shape estimates for the future. 2. Focus on use. One of the most important things you can do to keep your bids competitive is optimize equipment use. To calculate utilization rates, consult your telematics data—comparing how many hours a machine actually works relative to how many hours it’s available to work. Generally speaking, if overall fleet usage is less than 80 percent, or specific machines are running below 50 percent, you could do the same amount of work with less equipment—reducing your total cost structure and improving your overall competitiveness. 3. Customize maintenance and repair planning. Equipment manufacturers make general recommendations about the timing of maintenance and service. But depending on the environment you work in and the jobs you do, the manufacturer’s plan might not be right for your situation. Adjusting the standard plan with real-world data about usage, idle time, fuel consumption and more allows you to recover the value and life built into your equipment, while maximizing uptime and reducing total costs. 4. Get serious about cutting idle time. Some industry experts say it’s not unusual for idle time to represent between 40 and 50 percent of total running time. That’s a huge cost driver—not just the extra fuel, but more importantly, the unnecessary maintenance expenses, accelerated component wear, wasted warranty hours and threat to resale value. Tangible data about current idling practices—at both the fleet level and the operator level—allows you to identify problem areas, set improvement goals, initiate change and measure progress. 5. Correct operator behavior. Well-trained operators can have a powerful impact on costs. To raise operator skill level, use historical telematics data to identify unsafe, inefficient or abusive techniques. Then structure training to address the issues you uncovered and use new telematics data, captured post-training, to communicate progress and reward success. It’s an objective way to assess the value of your training investment. 6. Check your insurance terms. Some insurance providers offer financial incentives to companies that use GPS tracking and geo-fencing to monitor asset location and use. If you’re using telematics data to reduce accidents, injuries, theft and other risks, you may be eligible for big savings that cut fixed costs and extend your margin. You can bid with more confidence when you know more of the variables. The bidding process will always be somewhat uncertain. But with the right combination of quality data and industry expertise, you’ll improve bidding accuracy, protect your margin and stay competitive. Source: Caterpillar
36 // August 2017
weekly on-duty service clock after 24 hours instead of waiting 34 hours, through the ‘construction’ exemption,” Marks said. NAPA’s prepared guidance at http://www.asphaltpavement.org/ PDFs/EH&S/SR-216-Trucking_Issues_Facing_Asphalt_Pavement_ Industry-FINAL.pdf explains: “Currently, to take advantage of all available FMCSA exemptions for interstate transportation of asphalt pavement mix, which include exemptions for Record of Duty Status reporting and the 30-minute break requirement, truck drivers must travel within a 100 air-mile radius. To obtain additional relief by utilizing the 24-hour restart, truck drivers must reduce travel to within a 75 air-mile radius of their starting location, which must be the same as their ending location.” “A number of asphalt contractors have previously petitioned FMCSA for relief from their hours of service regulations, but without success,” Marks said. “It appears that FMCSA has been disproportionate in providing other similar industries relief from certain requirements and after the Administration change, we [NAPA’s Health & Safety Committee] thought it appropriate to re-petition FMCSA. On June 15, FMCSA acknowledged our petition request, which now starts the public comment and review period. Specifically, the industry has requested exemption from the 30-minute break requirement and extension of the 12-hour daily on-duty limit for short hauls.” Complying with the administration’s HOS regulations may seem cumbersome, whether your fleet can take advantage of exemptions or not, but the goal is to keep drivers, workers around the vehicles, and the traveling public safe. It doesn’t take a lengthy study to realize that fresh, well-rested drivers are less likely to be involved in an accident than fatigued drivers. To increase the likelihood that drivers and their managers are adhering to the new regulations, FMCSA included monitoring. The point of having ELDs in commercial vehicles is to track the driver’s activities and HOS. Because ELD providers—manufacturers— tend to get innovative, their research and development departments have added functionalities to the devices. Truck drivers who were pushing back because they feared the devices represented an invasion of privacy can take note of two important points. First, the additional services the logging devices offer, such as predictive maintenance alerts, theft prevention/recovery features, and other fleet management system functions work to make the driver’s job easier and reduce his paperwork. Second, the language in the regulation is crafted to warn employers against harassing drivers. Similar to relief from other HOS provisions, short-haul drivers that are not required to maintain their written duty status would similarly be exempt from installing and using an ELD. “However, once a truck driver is unable to take advantage of the short-haul exemption, they indeed would be required to utilize an ELD,” Marks said, “basically encouraging the use of ELD technology for all truck drivers regardless of their status.” As you can see, operating a haul truck for the purpose of carrying asphalt mix goes beyond getting to the paving site. Proper loadout methods prepare the material for proper discharge at the paver; and proper communication makes you a safe, efficient and quality member of the team. Next month we will tackle the vital topic of safety as it pertains not only to your rig, but also to your actions for your optimum work ethic and chances for re-hire.
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Granite Construction equipped both the breakdown roller and the finish roller with Volvo Compact Assist, allowing them to scale back on other QC efforts.
Granite Construction Models Success with Intelligent Compaction Contractor prepares for the new norm, hitting 100 percent bonus along the way By Lindsay Moeller
Currently, 23 states have written intelligent compaction (IC) specifications for asphalt paving jobs, and that number is only expected to grow. Among those states with IC specs is California. As with many of the states, however, although they’ve invested time and resources into developing the technologies, California has not yet translated IC into specifications for most highway paving jobs. Many believe Caltrans is waiting for the industry to familiarize itself with the tools and technology before making the requirement a norm. It’s only a matter of time, and those contractors who have gained proven experience with IC systems will be the ones to remain competitive when more jobs require it.
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Granite Construction is doing that, and the company’s success in segueing into the use of IC can be viewed as a model for any paving contractor looking to gain experience and prepare for the impending requirements. Here’s how they did it.
Proving grounds— Sacramento Airport
As a 100-year-old company and one of the leading heavy civil contractors in the United States, working in all 50 states, it makes sense that California-based Granite Construction would be one of the early adopters of advanced technologies. While Granite Construction does a wide variety of
work—including federal, industrial, commercial and residential—its transportation work is what has given the company notability in the construction industry. Along with partner DeSilva Gates, Granite Construction began work on a taxiway reconstruction job for the Sacramento International Airport (SIA) in August 2016. While the company had not yet been faced with bidding on a Caltrans IC project that required density or stiffness measurements, they expect that it’s coming. Granite Construction saw the 35,000-ton taxiway SIA reconstruction project as the perfect opportunity to gain experience with the technology. Even though this wasn’t an IC-specification job, the stakes were high for Granite
Construction. If they could successfully pull off the FAA-specified 96.3 percent target density for this project using IC for the first time, the bonus would pay out at 6 percent of the $2.5 million paving budget. Standing in the way were challenging weather conditions, a tight timeline, strict FAA requirements, and of course, a brand new technology that they needed to learn.
The job consisted of four phases to replace all the SIA eastern taxiways, which were outdated and did not meet modern lighting, width and shoulder requirements. According to Kelly Curtis, project manager at Granite Construction, this is just the kind of job at which Granite Construction excels. “This kind of job is our bread and butter— from demolition and earthwork, to paving with our own asphalt mix from our local plant in Sacramento, this is the type of job that we go into very confidently about being able to meet and exceed expectations,” Curtis said. “That’s part of why we felt like it was a great job to get our feet wet with Intelligent Compaction.” Phase one of the project included removing the existing taxiways. The old pavement was a 10-inch asphalt section over multiple base courses—a typical taxiway section. Earthwork was phase two of the project, which lasted until October 2016 and included building new shoulders and the widening of a short section of the taxiway. All the asphalt grindings from the old taxiways were recycled and incorporated into the base courses for the new shoulders, and then Granite Construction re-graded the existing taxiway base courses to the new alignment. A 14-inch lean concrete base was installed for phase three of the project, which lasted through November 2016. After phase three, it was time to pave—just in time for winter weather.
Risk and reward
With the entire eastern taxiway closed, time was of the essence, meaning Granite Construction had to work through much of the winter season. The Sacramento winter weather is wet and experiences near-freezing temperatures. Reopening the taxiway on time, while adhering to the stringent specifications with minimal rework, took a coordinated effort.
The asphalt mix for the project was required to meet the FAA P-401 standard at three-quarters of an inch. The target density for the project was 96.3 percent, and had a percent within limits (PWL) specification of 90 percent. The PWL looks at not only the average, but the standard deviation. Granite Construction had a goal to get the bonus 100 percent of the time by hitting a PWL of at least 96 percent, which is 6 percent above the PWL specification
set for the project. Meeting these specifications and staying on schedule was a tall order, but one that would pay off.
Choosing an IC system
Granite Construction has a well established, proven quality control (QC) process in place that has served them well for years. For the SIA job, that meant three QC workers on site, and periodic core density and nuclear gauge testing.
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For this project, they wanted to slowly cycle in an IC system to compare to what they were seeing with their existing QC processes. They looked to their equipment dealer, Volvo Construction Equipment and Services of California (VCES) for advice on what options were available, and ultimately decided to rent two compactors—a Volvo DD110B and Volvo DD120B—both equipped with Compact Assist, the Volvo Intelligent Compaction system with Density Direct™. “Granite Construction brought up this project at the airport, which was not an IC-spec job that they wanted to try the product out on, because they could work out the kinks,” Jake Zayas, VCES branch manager, said. “They felt like if they waited until there was a job with an IC requirement, and stubbed their toe, it would be costly. So, they were going to treat this job like it was an IC-spec job.” Compact Assist with Density Direct differs from other available systems. While it does have pass mapping and temperature mapping functionality, as most IC systems do, Compact Assist provides density estimates in real time, rather than intelligent compaction measurement values (ICMV), which are essentially a measurement of stiffness. According to Zayas, ICMV has been a source of confusion for many of his paving customers. “With ICMV, you’re seeing a value that doesn’t represent something in the job’s specifications,” Zayas said. “You might see a value of 40 on the screen, and then your operator has to try to figure out how that correlates to density….It’s much less complex to see an actual density calculation on screen. In real time you can see, for instance, 95 percent relative density displayed on the screen, and know exactly what that means, because it’s tied to your job specification. That’s a big part of why Granite Construction came to us for this project.”
TOP: The operator is relying on Volvo Compact Assist to see passes, temperature and real-time density calculations at Sacramento Airport. Middle: The four-phase project included removal and replacement of the entire eastern taxiway at Sacramento International Airport. BOTTOM: Volvo Compact Assist with Density Direct provides pass mapping, temperature mapping and density calculations to the operator in real time. 42 // August 2017
To help Granite Construction get started, VCES provided training on the system and assistance with calibration at the beginning of the paving phase of the project. Calibration allows the system to become familiar with the asphalt mix used for the job for accuracy when calculating density values. The calibration process requires that the operator make several vibratory passes while the system collects data or trains itself for that specific material. Once calibrated, the system can save up to six unique lifts of asphalt per job, allowing the operator to select differing lifts during the daily work cycle.
“I would say the calibration process typically takes about three minutes, assuming you have no hiccups,” Zayas said. “But if you do have a hiccup, it can actually be a good thing. For instance, if it’s not calibrating, it probably means you’re running at the wrong amplitude for the asphalt mix—so it’s an added layer of quality assurance.” What Granite Construction found after using Compact Assist alongside current QC/QA practices was that the density provided by Compact Assist with Density Direct was consistent with core density and nuclear gauge testing, and allowed the team on the job site to see the pass map and make corrections as needed. They used the first half of the project to gain confidence in their overall approach. For the second half, their intention was to rely more heavily on Compact Assist.
such as VCES when they are not sure what specifications entail or what equipment fits the requirements, and testing out equipment with IC to get a jump on what’s to come for the industry. “I think in the next five to 10 years, there’s not going to be a roller that shows up that doesn’t have some form of IC on it,” Zayas said. And it’s not just the big contractors or big projects that can benefit from using IC systems.
“It’s not just about meeting some requirement written into the job,” Zayas said. “There’s added value to the system. Even paving someone’s driveway, you have data to back up that you met compaction needs. It’s kind of like an insurance policy.” As for Granite Construction’s plans with the technology, Curtis put it simply: “We’re ready for intelligent compaction.” Lindsay Moeller is a writer with Two Rivers Marketing.
The tipping point
With the initial training and calibration complete and some work with the system under their belts, Granite Construction began to feel comfortable trusting in the system. Halfway through the project, they saw an opportunity to reduce QC costs by removing one dedicated QC team member from the project. In fact, they used it as an opportunity to train a new QC team member, while remaining confident the project was on track. “Part of what QC’s doing is watching your rolling patterns,” Curtis said. “Well, now there’s a tool that tells you how many passes you’ve made over every section of the pavement, so you don’t need that guy to be as attentive. It was definitely an added layer of comfort.” With their confidence level heightened, Granite Construction rounded out the second half of the project with increased reliance on Compact Assist. Ultimately, their approach paid off. “We actually hit the bonus on 100 percent of the paving,” Curtis said. “Most of the time we were able to hit 100 percent PWL because we were getting compaction in the 98 to 99 percent range, which puts us so high above the job specification that, as far as that PWL is concerned, we’ve got a 100 percent score, essentially.”
Moving forward with technology
As job specifications begin to include IC more frequently, contractors may do well to follow in the footsteps of Granite Construction, leaning on equipment dealers
www.THeAsphaltpro.com // 43
Montana DOT’s fourth Perpetual Pavement Award is for this gorgeous 9.5-mile section of Interstate 15 in Beaverhead County.
Ten DOTs Garner Perpetual Pavement Awards with Asphalt
The Asphalt Pavement Alliance, a partnership of the Asphalt Institute, National Asphalt Pavement Association, and the State Asphalt Pavement Associations, named 10 departments of transportation winners of the 2016 Perpetual Pavement Award this April. The award celebrates long-life asphalt pavements that reflect the characteristics of a Perpetual Pavement design. The award is presented to state transportation departments and local agency road owners for well-performing asphalt pavements that are at least 35 years old with proven high-quality structural design. To earn the award, the pavement must have not suffered a structural failure, and it should have an average interval between resurfacing of no less than 12 years. The road must demonstrate excellence in design, quality in construction, and value to taxpayers. Engineers at the National Center for Asphalt Technology (NCAT) at Auburn University, evaluated the nominations and validated the results for this year’s Perpetual Pavement Award winners. Since the Perpetual Pavement Award was first presented in 2001, 118 pavements in 30 U.S. states and one Canadian province have been honored with the award. Here are the 2016 winners: • Alabama Department of Transportation for a 2.5-mile section of fourlane divided highway on U.S. Highway 31/State Route 3 in Morgan County, between Hartselle and Decatur, Alabama. This is the eighth Perpetual Pavement Award for ALDOT. • Arkansas State Highway and Transportation Department for a 2-mile stretch of U.S. Route 167 in Sharp County, between Cave City and Ash Flat, Arkansas. It is the seventh Perpetual Pavement Award for AHTD. • Colorado Department of Transportation for a 10.5-mile section of U.S. Route 40 through Rabbit Ears Pass in Grand, Routt, and Jackson counties. This is the second Perpetual Pavement Award for CDOT.
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• Florida Department of Transportation for a two-lane arterial on Florida State Road 415 in Volusia County. This is the seventh Perpetual Pavement Award for FDOT. • Minnesota Department of Transportation for a 7.7-mile, two-lane stretch of Minnesota State Highway 371 in Cass County, between Pine River and Backus, Minnesota. Fifteen MnDOT pavements have earned a Perpetual Pavement Award, more than any other state or agency. • Montana Department of Transportation for a 9.5-mile, four-lane, divided median section of Interstate 15 in Beaverhead County. This is the fourth Perpetual Pavement Award for MDOT. • Pennsylvania Department of Transportation for a 2.89-mile section of two-lane Pennsylvania Route 73 in Berks County, between Maidencreek and Ruscombmanor townships. PennDOT has earned six Perpetual Pavement Awards. • South Carolina Department of Transportation for a 2.6-mile, fourlane, divided section of Interstate 26 in Berkeley County. SCDOT has earned six Perpetual Pavement Awards. • Tennessee Department of Transportation for a 2.8-mile section of two-lane highway on State Route 50 in Maury County. This is the 12th Perpetual Pavement Award earned by TDOT. • Washington State Department of Transportation for a 5.01mile, four-lane with divided median segment of State Route 512 in Pierce County. This is the third Perpetual Pavement Award earned by WSDOT. Winning agencies are honored by their local state asphalt pavement association and are presented with an engraved crystal obelisk. The names of winning agencies and projects are added to a plaque on permanent display at the NCAT Research Center at Auburn University.
Halifax Fixes Hurricane Damage with Asphalt By Sandy Lender
46 // August 2017
Asphalt professionals in the southeast remain alert for more than just rain delays at this time of year. It’s hurricane season as well as paving season for states along the east coast of the United States, and the team at Halifax Paving in Daytona Beach, Florida, can attest to the fast pace of emergency projects in the wake of any strong storms. When Hurricane Matthew came ashore during its October run in 2016, it left a mess that Florida Governor Rick Scott wanted cleaned up quickly. Here’s how Halifax Paving used asphalt to come to the rescue for citizens. “When Hurricane Matthew damaged over a mile of Florida’s A1A in Flagler County last October, time was of the essence,” Fred Iannotti, purchasing manager for Halifax, explained. “Governor Scott wanted A1A opened in 15 days. Normally, it takes between 45 to 60 days just to get work started. But in this case, bids were submitted on a Friday, evaluated on Saturday and awarded on Sunday. Halifax started work Monday and the road was reopened just 29 days later.” The 29 days of work included base repair because the storm washed away land. Halifax was responsible for rebuilding the subgrade. “Sand was imported; granite and boulders were used for the shoreline,” Iannotti shared. For the portions of the 1.3-mile stretch of roadway that Matthew left in place but damaged, the Halifax crew used one excavator and milling machines to get the broken, cracked sections removed. Then they hauled mix from their Gencor drum plant in Ormond Beach, about 16 miles from the project, to place a total of 3,800 tons. “In total, 3,800 tons were laid on this project,” Iannotti said. “An asphalt base, structural asphalt, and friction course were laid using an 8-foot Vogele paver and Hamm 90 rollers. The asphalt was a Superpave 12.5 provided by Halifax, used on all lifts, including the top lift.” The Superpave 12.5 is an FDOT-approved mix to which Halifax adds Evotherm® warm-mix additive from Ingevity. Halifax began incorporating Evotherm into various projects in 2014, after considering how the additive could help them address mix challenges while also meeting FDOT’s specs. “Evotherm was it,” Iannotti said. “Mixtures became more workable and achieved more consistent density. When time was of the essence on A1A, Evotherm allowed
LEFT: Before: Hurricane Matthew became the first Category 5 Atlantic hurricane since Felix in 2007. When large portions of state road A1A in Flagler County were destroyed, FDOT awarded the rebuild of the 1.3-mile stretch from Ninth Street North to 22nd Street North to Halifax Paving, Daytona Beach, Florida. TOP: During: Halifax Paving rebuilt the shoreline as well, using imported sand, granite and boulders. BOTTOM: After: Fred Iannotti of Halifax Paving shared that the company’s jobs before adding Evotherm® WMA additive to mixes had challenges. “The mixes were gooey, difficult to compact, and we were struggling with other mix issues as well. We needed reliability, mix consistency, workability, a compaction aid and a liquid anti-strip. Evotherm was it.” All photos courtesy Halifax Paving. www.THeAsphaltpro.com // 47
Halifax Makes Emergency Project Look as Easy as 1, 2, 3
Step 1. Take away pavement that the storm left behind and mill up broken storm-damaged pavement.
Step 2. Bring in sand, granite and boulders to rebuild.
TOP: Vice President of Halifax Paving, Joey Durrance (on left), and Florida Governor Rick Scott, celebrate the quick completion of A1A’s emergency rebuild. Bottom: Here’s part of the 35-member crew that served on the A1A emergency rebuild project. us to quickly work the mix and achieve consistent densities quicker than conventional paving.” Getting good density also requires a good crew that can handle the pressure. Josh Lloyd was the project superintendent who managed the logistics. “We had an experienced paving crew on this job,”
48 // August 2017
Iannotti said. “They average 20 to 30 years of service. There was extremely limited work space; one lane of access to the entire site; 40 to 60 dump trucks, 25 pieces of heavy equipment, 35 employees, all in one lane. But the 35 employees were necessary to meet the tight deadline on time. The tides were also a daily consideration.”
Step 3. Pave it with environmentally friendly asphalt for a smooth, fast finish.
The Halifax crew took it all in stride to make the project a success. “Logistically, Halifax is geographically close to the emergency site,” Iannotti said. “We were able to mobilize with our existing paving schedule at the time so that we could most quickly and efficiently meet the governor’s timeline.”
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Innovation in the Asphalt Industry
Part 2—How to Get from Prototype to Production By Brian Mack and Anna Quinn
forward. If and when you do disclose your invention, consider entering into a non-disclosure agreement with the individual or company before providing any details. A non-disclosure agreement can be as simple as it sounds—an agreement not to disclose information. By entering into a non-disclosure agreement, the other party agrees that it will hear your information and will keep it secret for a predetermined period of time. Usually, signing a non-disclosure agreement will be enough of a deYou’ve come up with that “million-dollar idea,” and maybe even have a working prototype, but the road is long (pun intended) to get from proterrent that the contracting party will not disclose any confidential intotype to production. There are a number of things to think about. In the formation. But even if non-disclosure agreements are often effective at first article, we presented some considerations for taking an idea from keeping your invention secret, it’s a contract, and there is no recourse conception to prototype while maintaining intellectual property rights against the other party who might disclose the confidential informain the invention. In this second article in this series, we discuss several tion unless you sue for breach of contract. Therefore, we also recomitems to think about as you work to commercialize your invention. mend that, if possible, the inventor secure a filing date at the Patent OfCommercializing an invention requires an extreme amount of pafice by filing a patent application. In the third article in the series, we will discuss the process for securing patent protection. By securing a filing tience and persistence. The hurdles are many, and the expense is great. date, you can ensure that your rights are protected, even in the event of Consequently, it is common for inventors to do one of two things: give a rogue team member. up on their idea (which we don’t recommend), or gather a team that will While investors are willing to provide an amount of funds for an inhelp take your idea to the next level. Each team member serves a particular purpose, having the skills necessary to develop the product (e.g., terest in the invention or your company, the terms by which an investor knowledge about product design, connections with industry profesmay agree to fund the commercialization of your invention are absolutesionals, etc.), market the product, or run the business. Your team may ly negotiable. There is no one right way to negotiate an investment deal. additionally include investors, which may be instrumental in helping Whatever the terms of the deal may be, the one thing that is not negotiafund the process. Gathering the right team will help you effectively navible is putting the agreement in writing. The agreement should set forth exactly what is expected of each party to the deal gate your way to commercial success. so that there are no surprises later. As an inventor, you will likely have the urge to For example, if you, as the inventor, are going share your invention with everyone you meet. The patent laws set forth to be solely responsible for determining the diWhile this may certainly bring awareness to your a strict one-year bar— invention, there’s one very important thing to rection of the patent, that should be in writing. once you’ve publicly keep in mind. Without patent protection, there’s Or, if the investor will have some involvement in disclosed your invention, nothing to dissuade a third party from taking the the patenting process, for example, by providing you have one year to file invention and making and/or selling it himself. some sort of consultant role, that should also be The best way to protect your invention from in writing. It is often great to have investors on for patent protection. third parties is to file a patent application before your team, but make sure that there’s an agreeyou disclose any details of the invention. Addiment, signed by both parties, that defines the scope of the relationship. It is also advisable to have agreements with tionally, the patent laws set forth a strict one-year bar—once you’ve pubeach member of the team. licly disclosed your invention, you have one year to file for patent protecAn important consideration is whether you proceed through the pattion. If you’re outside that one year, then the invention is considered to be dedicated to the public. ent process as an individual, or should you set up a business? You may How do you talk to others about your invention without running afoul not be surprised, but there’s no single right way to proceed. Often it is a of the patent laws and in such a way as to prevent someone taking the ingood idea to set up a business. However, when doing so, you may want to consider if you will have investors or other members on your team? How vention as their own? The simplest and most effective way is to keep the much say do you want the team members to have? Will you have employinvention to yourself, disclosing it only to those who need to know about the invention (e.g., your closest team members) in order for you to move ees? Is your product going to be sold on a national scale? Do you have a Editor’s Note: The information contained in this article is provided for educational purposes only and does not constitute legal advice nor result in an attorney-client relationship with the reader. Any questions about how this information might affect your particular situation should be addressed to an attorney.
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desire to protect your personal assets in the event that something goes awry? These are merely a few questions to ponder as you consider whether setting up a business is right for you, and then, what corporate structure best serves your interests. If you anticipate having other team members, investors, or employees, you may consider setting up a business. Usually it will be easier for you to give away a share in a company (e.g., to an investor) rather than an interest in the patent itself. This is especially true given that the investor may come on board before a patent is actually granted. Therefore, the investor may want some ownership in the company. If there’s ever an issue with the product, you may wish to have a company set up that takes on any liability, therefore protecting your personal assets. Furthermore, establishing a company may also provide certain tax benefits. Which type of corporate structure is right for you? There are a number of different corporate structures, each having its own benefits. Corporations and limited liability companies (LLCs) are two types of corporate structures that are commonly used and are well known, and that we briefly highlight here. Corporations are very formal corporate entities. To set up a corporation, articles of incorporation are filed with the state. Corporation bylaws set out the governing details of the corporation, identifying the directors and officers and their respective duties. Corporations exist for shareholders. In the event that the corporation is sued for any reason, each shareholder is liable, usually limited to his or her original investment in the corporation. Limited liability companies are somewhat less formal. A limited liability company requires articles of organization, which are filed with the state. An operating agreement sets forth the members’ rights and duties. The limited liability company may be attractive for inventors and members of their team, because each member may have a say in the company, as set forth in the operating agreement, without having to answer to shareholders. The inventor may bring in investors and other team members, and define each member’s role in the LLC through the operating agreement. Members of the LLC, if properly formed, cannot be held liable for issues arising out of the LLC’s business. We recommend speaking to your attorney about which business entity is right for you. Once the corporate structure is set up, any intellectual property may be assigned to the company, and the company becomes the de facto owner. In the final article of the series, we talk about securing intellectual property, including patents and trademarks, to add value to your business. Brian Mack and Anna Quinn are registered patent attorneys with Lathrop & Gage LLP in Overland Park, Kansas. Their work includes counseling clients on various intellectual property issues including drafting and prosecuting patent applications, trademark applications, licensing patents, enforcing patents, and avoiding patent infringement. Their client base spans different technologies and industries including general mechanical, construction equipment, power generation, aerospace, energy, biological, and chemical industries. For further information, contact Mack at bmack@ lathropgage.com or Quinn at aquinn@lathropgage. com, or visit www.lathropgage.com.
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Turtle SoutheAst Preps for Air Force BAse ResurfAce By Jeff Winke
When an Air Force Base has to close its only runway, it’s all hands on deck to make the project go smoothly. For MacDill Air Force Base in Tampa, such an event takes place every 15 years or so for preventive maintenance. In 2016, the existing asphalt pavement had endured 16 years of wear; cracks had started to develop. And it’s no wonder. MacDill is the base for the U.S. Air Force’s Air Mobility Command, which provides airlift, special missions, aerial refueling and aeromedical evacuation for the armed forces. It’s home to 16 KC-135 Stratotankers and three C-37 Gulfstreams. The aircraft use MacDill’s flight line every day. At any point, there will be a steady flow of aircraft departing and landing on the base’s sole runway—Runway 4-22. It is 9,421 feet long by 151 feet wide, which is approximately 150,000 square yards. The $8.1 million runway resurfacing project was awarded to Danner Construction Company Inc., of Tampa, which served as the general contractor. Turtle Southeast Inc. of Largo, Florida, handled removal of the old surface; Ajax
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Paving Industries, North Venice, Florida, completed the paving. According to a MacDill press release Nov. 7, 2016, the project would also see grounding rod installation, sealant repairs to a high-use taxi lane, runway grooving, striping and repainting of airfield markings, a system overhaul of the barrier arresting kits and more. The team was expected to get it all done in 60 days. Turtle Southeast took care of milling in less than five days. The release stated, “As of Oct. 25, 2016, milling, or the removal of a four-inch top layer of pavement, has been completed on MacDill’s entire runway.” “The challenge we faced was time,” T. Allen Gill said. He’s the general manager with Turtle Southeast. “Our window for milling the entire runway was set at 96 hours.” To complete the project on time, Turtle assigned much of its equipment and staff to completing the project. The company has 50 employees and a fleet that includes 13 Roadtec milling machines, 13 service trucks, 9 transports, 5 water trucks and a variety of ancillary vehicles.
The total milling depth of the project was 4.25 inches and required a total of 400 machine hours to complete. Turtle milled the first layer of asphalt at 2.25 inches, and then milled the second layer to final grade using a machine-control GPS system. The company put 30 employees to work on the project and dedicated 8 of its Roadtec RX-700e cold planers to ensure the project was done accurately and within the tight timeframe. Additionally, Turtle Southeast needed to ensure that the milled grade was tight enough that Ajax could achieve finished paving tolerances of ¼-inch or less to meet FAA standards. “We started milling at 0 hundred hours on Thursday, which gave us until midnight Sunday to finish,” Gill said. “Our crews pulled the nose up on this one and finished it ahead of the projected schedule by 24 hours. “At some points of this project, we were running the machines 20 hours a day without a single minute of downtime due to our equipment. And I might add, we have some older machines in that group, but they are as reliable as the new ones.”
To complete milling over 150,000 square yards of 4.25 inches to grade within a 96-hour window took careful planning and staging.
LEFT: T. Allen Gill of Turtle Southeast credited the team at Ajax Paving for its support throughout the milling phase of the project. Ajax provided and staged the trucks so milling could continue uninterrupted. All photos supplied by Turtle Southeast. ABOVE: Turtle Southeast Inc. of Largo, Florida, has a fleet that includes 13 Roadtec milling machines, 13 service trucks, 9 transports, 5 water trucks and a variety of ancillary vehicles. For the MacDill Air Force Base runway project, they had eight Roadtec RX-700e cold planers working simultaneously. The RX-700e features a 755-horsepower Caterpillar® engine, and the machines have the exclusive Roadtec Guardian telematics system, which monitors the machine in real time through a wireless signal to address any issues that may arise while working. The telematics system also allows Roadtec service personnel to remotely view the machine in real time. The engine, hydraulic system, electrical system and grade control can all be monitored in detail and adjustments made remotely. Gill said he likes the layer of security the Guardian system provides, but for the MacDill runway project, there was no need to tap into Guardian.
“If there had been a need, diagnosing a machine equipped with the Guardian system is a quick and efficient process,” Tim Hammer stated. He’s the maintenance supervisor with The Turtle Companies. “The system’s Live Schematics™ lets me see all electrical circuits in a simple and efficient layout with real time status of all switches, valves and settings. If I need to, I can make changes to the system parameters from my laptop without touching the machine.” Moving all those trucks back and forth took more than the usual fleet management. The U.S. Air Force runway rehab project was under the careful scrutiny of Robert Moore,
deputy director of the 6th Civil Engineer Squadron (CE) and his staff, as well as Lt. Col. Chesley Dycus, commander of the 6th Operations Support Squadron. According to the MacDill press release, the 6th Security Forces Squadron provided around-theclock explosive detection, and screened all the vehicles and equipment. They conducted background checks on over 1,000 contractors, including issuing base access credentials, according to Dycus. “Airfield management personnel monitor construction activity and the integrity of airfield criteria,” Dycus reported. “Civil engineers ensure quality assurance and monitor technical and design compliance. Lastly, contracting personnel facilitate communication and forward progress between the contractor and base personnel.” The short milling timeframe and aggressive pace Turtle Southeast adopted meant minimal sleep and a lot of coffee. Gill remarked that he added up the coffee receipts from the nearby Dunkin’ Donuts and it was $400—for the crew, not just for Gill. “We worked hard on this project and put in some long hours,” Gill stated. “At one point, for a split second, I thought I was dreaming when I looked down the twomile runway and saw eight Roadtec RX700e cold planers working simultaneously. But I quickly realized that the beautiful sight was real.” Gill credited Ajax for its support throughout the project and doing a great job of staging their trucks so the milling could continue uninterrupted. “When we started the day on Saturday morning, there were a total of 130 trucks lined up and waiting to be filled.” The squadron at MacDill also shared credit for operations. In its press release: “The project would not be possible without the support of MacDill Airmen, Tampa International Airport and Join Base Charleston, South Carolina.” MacDill used the Tampa International Airport and Joint Base Charleston to continue flying its KC135’s and complete regular missions. “Despite the construction, MacDill Airmen continue to execute their assigned tasks.” As Turtle Southeast finished up a few add-on tasks for the MacDill Air Force Base Runway 4-22 project, Gill stated, “The ease of use of our Roadtec milling machines helped us dramatically decrease the amount of time it took to complete this project.”
www.THeAsphaltpro.com // 55
Improve American Infrastructure With Advanced, Clean Diesel Tech From Diesel Technology Forum
During the week of May 15 through 19, hundreds of organizations met in Washington, D.C., to honor past accomplishments and focus on the future growth of America’s national infrastructure as part of Infrastructure Week. With diesel equipment serving as the overwhelming power source for past and future infrastructure growth, Diesel Technology Forum Executive Director Allen Schaeffer issued the following statements about the importance of new diesel engines and equipment in construction, and that off-road equipment is now cleaner and more efficient than ever before.
Diesel Power “Infrastructure is the backbone of the U.S. economy and our global competitiveness, and it’s vital we start reinvesting in its future. It’s been over 40 years since most portions of the Interstate Highway System were completed. Since then the materials and methods for safe road building and design have advanced by leaps and bounds. And so have the machines that do the work. “Diesel engines are the workhorse of all infrastructure projects. Over two-thirds of all construction machines are powered by diesel and nearly all the largest equipment has diesel as the technology of choice. Whether we’re talking about moving mas-
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sive amounts of dirt, milling pavement…or massive cranes used for building bridges, the jobs all come back to diesel power. “Thanks to innovation in engine technology and emissions control systems, the end result is that these technologies enable infrastructure projects to be built faster, using less fuel, and generating a fraction of the emissions from even a decade ago. These advances will especially be important to the people living and working in the communities around these job sites.”
“One of the biggest advancements comes from the new generation of construction machines and equipment that do the work. Emissions from mission-critical new clean diesel equipment have now been reduced to near zero levels, which is providing major environmental benefits throughout the country. From bulldozers, to excavators and motor graders, the latest generation, or Tier 4, engines reflect the most advanced emissions standards for off-road equipment established by the U.S. Environmental Protection Agency (EPA) for equipment manufactured since 2014. “Depending on the horsepower range of the machine, emissions of particulate matter (soot) and oxides of nitrogen (NOx) have all been reduced by more than 90 percent.
“Manufacturers have taken efficiency, fuel savings and lower emissions well beyond the design of the engine to include efficiency improvement in the overall machine. Advanced engine designs, hybrid capabilities in some machines along with energy storage technologies, and even advanced telematics systems, GPS and integrated work site control systems are now deployed in new equipment and combine to yield substantial fuel savings and emission reductions. “The adoption of ultra-low sulfur diesel fuel in 2010 set in motion the path to clean diesel technology for off-road equipment. Increasingly in the future the use of advanced biodiesel and renewable diesel fuels will provide additional options for lowering emissions and reducing carbon footprints.”
Big data, efficiency, and the smart and connected jobsite are hot topics in the construction industry today. Each of those is built on the foundation of clean, efficient power provided by the most advanced diesel engines. Because of diesel’s unmatched and unique combination of power, performance, reliability, fuel efficiency and now near zero emissions, it is the technology of choice and the workhorse of the nation’s construction sector, powering more than three-fourths of all heavy construction equipment. Today, roughly 850,000 diesel-powered vehicles nationwide are in use bringing supplies, materials and workers to and from U.S. construction sites. Earthmovers, loaders, pavers, excavators, motor graders, and more are essential to building and expanding our economic infrastructure. For most of these machines, there is simply no substitute for diesel power. No viable alternative has yet emerged for equipment that exceeds 500 horsepower; some construction engines produce several thousand horsepower. In the construction sector, 98 percent of all energy use comes from diesel. Construction accounts for 55 percent of off-road fuel use in the United States. The U.S. construction industry employs nearly six million people and contributes some $850 billion annually to the economy. This is due in no small part to the power and efficiency of diesel. For more information, visit www. dieselforum.org.
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EPA’s Tier 4 Mandates Impact Used Asphalt Equipment Market
By Kristen Williams
Off-highway diesel engine emissions regulations were first introduced in 1994 by the U.S. Environmental Protection Agency. Every contractor, regardless of organization size, is affected by the regulations that call for a reduction in diesel particulate matter (PM) and nitrogen oxide (NOx) emissions. The end of 2015 introduced the strictest regulations yet with the EPA’s Tier 4 final emission regulations (T4F) requiring pollutants to be reduced by as much as 90 percent from previous models. This feat could only be accomplished by reinventing the diesel engine and exhaust system found in 50-horsepower and above off-highway equipment. In response, manufacturers switched from mechanical engines to electronically controlled engines that use an engine control module. This change enabled regulation of an after treatment system, which is responsible for controlling soot and NOx gas released into the environment. While the T4F engines are a modern marvel, these advancements come with a significant cost increase for every contractor. These engines are more expensive to produce, sometimes driving the purchase price up as much as 20 percent for machines with this new technology. This sticker shock combined with maintenance concerns has driven contractors into holding onto older machines longer and buying more used equipment than they have in the past.
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Driving up the price of used equipment
New equipment sales have slumped the last couple years as a result of the EPA’s T4F emission regulations, contributing to higher prices for many used equipment categories. In a survey conducted by the Independent Equipment Dealers Association (IEDA) in late 2016, its members reported strong demand for pre-emission (Tier 3 or older unit) machinery. And, they predicted the trend would continue for several years. This demand is driving prices higher on quality, low-hour equipment—something IEDA members say is getting much harder to find in North America. The survey also found that some categories are seeing prices on used machines increase by as much as 20 percent when compared to pricing a few years ago. The equipment categories with the highest demands include excavators, backhoe loaders, wheel loaders, dump trucks, dozers and compact equipment. “Unlike a lot of construction equipment, large asphalt pavers aren’t a commodity item so often paving contractors hang onto their machines longer than in other construction segments,” said Mark Pentz, IEDA member and owner of Calvin Group Inc. in Windsor, Colorado, which specializes in buying and selling used asphalt equipment. “With the extra expense to buy new equipment and concerns about the ability to perform maintenance and repairs on their own, paving contractors are choosing to fix what they have instead of trading them in or selling the ma-
chines. In turn, this has driven up the price on used asphalt pavers.” On smaller-ticket items like compact equipment, Pentz says the price of used units has stayed relatively flat. “Several manufacturers have introduced very competitive leasing rates to get some of these new machines in the field,” he explained. “The used equipment market for rollers is pretty saturated.”
Currently, the EPA’s T4F emission regulations only apply to new equipment being sold in the United States. However, several other countries around the world are following a similar set of guidelines. Older equipment bought and sold in the United States only needs to meet the emissions standards in effect at the time the machine was built, a policy that was designed to phase out pre-emission equipment gradually. “For a few states, the gradual phase-out of older equipment isn’t fast enough,” Pentz said. “In California and New York, most government projects limit what tier of equipment can be used to perform the work. Contractors that don’t comply will face fines. This, of course, affects asphalt contractors the most since that’s where a large chunk of state and city budgets are spent.” Furthering the phasing out process of older equipment, some states have also adopted their own regulations to reduce PM and NOx emissions. In 2007, California set up the California Air Resource Board (CARB) to implement its own policy. The next major milestone of its regulations hits in January 2018, when diesel equipment fleets classified as large and medium will be prohibited from adding any Tier 2 engine vehicles—a policy that will affect the used equipment market for the state. “Asphalt contractors that operate in California, New York and downtown Chicago are among the most impacted by state and city
“Contractors that don’t comply will face fines. This, of course, affects asphalt contractors the most since that’s where a large chunk of state and city budgets are spent.”—Mark Pentz
policies,” Pentz said. “We’ve been working with those contractors to ensure they get the best value for their pre-emissions asphalt pavers and then reselling them to contractors in other states, primarily Midwestern, that do not have strict regulations in place yet. There’s a lot of life left in these machines, but the previous owners don’t have a choice about hanging on to them.”
According to the IEDA members surveyed, there is uncertainty about how Tier 4 equipment will maintain its residual value when it comes time to trade it in or sell it. “It’s going to depend a lot on the type of machine, the engine make and model, as well as the type of after treatment system used on it,” Pentz said. “There just isn’t enough time in the field yet to know how these new machines will hold up over time.” Beyond the used equipment market in North America, many machines will make their way to developing countries. However, the low ash oil and ultra-low sulfur diesel required by Tier 4 equipment aren’t widely available in those countries yet. So, any Tier 4 machine sold to a contractor in a developing country will have to be converted. Pentz said that conversion process can be costly. “Given those additional costs, it’s difficult to imagine these machines having as long of a life as what we’ve seen in the past,” he added. The future of used Tier 4 equipment is uncertain, but eventually, there will not be any quality pre-emission used equipment available. At that time, the used market will settle down, and manufacturers will have hopefully been able to come up with solutions to contractors’ concerns.
Connect With Us! Stay in touch with AsphaltPro between issues where you can find how-to content, trends and technology, and industry insight. The Production Issue
asphaltPRO ALS PRODUCTION – PROFESSION
E.T. Simonds Shares Plant Moves
Kristen Williams is the executive director for the Independent Equipment Dealers Association (IEDA). With a curiosity for learning and a passion for building relationships, she has led the IEDA to new heights and has seen a tenfold growth in membership since being hired in 2009. With a professional background in trade publishing and conference planning, Kristen has extensive knowledge and experience in the used equipment market. Established in 2002, IEDA is a self-regulating body of independent dealers who pride themselves on being reputable, highly qualified professionals in the used equipment market worldwide. Standard members buy and sell equipment on a wholesale and retail level via the IEDA. Associate members offer products and services to the core group. All members must apply for membership and be approved by the Board of Directors. For more information, please visit iedagroup.com.
The Recycling Issue
asphaltPRO PRODUCTION – PROFESSION ALS
ors • How to Protect Feed Sens ce • Overlay Ultimate Maintenan estment • Here’s Your Next Best Inv lt in Freight Aspha rporate • How to Inco
Experts Share Their Secrets For Equipment Staging Success
When to sell used equipment
“For contractors who are considering selling their pre-emission equipment and updating to Tier 4 machines, there isn’t really an ideal time to do it,” Pentz said. “Right now, quality used asphalt equipment is selling for more, but contractors will also pay more buying new. However, if they wait too long to sell older machines, there may not be as much of a demand for it, because of state and city regulations.” Pentz adds that IEDA members have a good pulse on the used equipment market, and any one of them can help a contractor evaluate his or her options.
Seal the Southeast
• How to Build an ADA Ram p • How to Rejuvenate Your R ecycling • C.W. Matthews Crushes Pavement Maintenance
FEBRUARY 2017 WWW.THEASPHALTPRO.COM
theasphaltpro.com www.THeAsphaltpro.com // 59
What Tier Do You Rent Right Now? By Sandy Lender
When the clock struck midnight, ushering in 2017 and the Tier 4 Final (T4F) mandates for engines, not all coaches immediately turned into squat orange pumpkins. While many projects that benefit from federal funding will require a certain percentage of equipment used on the job meet T4F emissions standards, that doesn’t mean every asphalt contractor must run to the local dealership and purchase the latest and greatest for everything he does from this moment on. The Transition Program for Equipment Manufacturers (TPEM), also referred to as the “flexibility program” is designed to give original equipment manufacturers (OEMs) some grace; it gives road-builders grace as well. One way to ease into the new realm of high-tech engine equipment is by letting the rental house keep the risk for a while. But just a while. Here’s what the experts have to say. “Every machine that CASE sells in the United States is a Tier 4 Final machine,” David Garton said. He’s the manager of rental accounts for CASE Construction Equipment, Racine, Wisconsin. “It’s only a matter of time before those interim Tier 4s [iT4] and Tier 3s run out of their useful life and have to be replaced. That being said, there are some jobs, mostly government type jobs, whether it’s local or federal, where the contract requires the contractor to use the latest technology available. So even if the contractor does not have a Tier 4 machine, he has to use a Tier 4 Final machine on that job.” That’s where a rented machine often comes in. “We have to sell Tier 4 Final machines to the rental companies, period,” Garton continued. “That’s not to say they don’t have Tier 3 machines in their fleets.” Garton explained that in those situations where a T4F machine
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is required, a contractor may wish to rent one “for the time being” to get through a specific job until the time comes when he must purchase his own T4F machine. This approach not only gives the contractor more time to plan for the large purchase, it gives him time without the new risk. “Over the last 20 years the rental industry has grown as customers shift the risk of asset ownership to rental providers,” Steve Brown said. He’s the global rental marketing & operations manager for Caterpillar Paving Products, Peoria, Illinois. “The introduction of Tier 4 regulations in North America is in many ways accelerating that shift. While Tier 4 technology improves fuel efficiency, it also increases total ownership costs. Higher acquisition cost and lifecycle maintenance costs are a reality with the environmental benefits that Tier 4 brings.”
“There are some jobs, mostly government type jobs, whether it’s local or federal, where the contract requires the contractor to use the latest technology available. So even if the contractor does not have a Tier 4 machine, he has to use a Tier 4 Final machine on that job.”—David Garton As IEDA’s Kristen Williams shared in her article on page 58, the T4F engines can sometimes push a purchase price up as much as 20 percent higher than prior to the new regs. Derek Betcher, the product marketing man-
ager, rental, for John Deere Construction & Forestry, addressed that concept. “The rental market continues to grow and is a strong option for contractors that need access to equipment but choose not to own it,” Betcher shared. “They may have a short-term need or a project-specific need and can turn to the rental channel. This is often a financial decision, where customers evaluate the costs and benefits of ownership against the cost and convenience of rental. iT4 and FT4 products’ acquisition costs have risen, that is clear.” Purchase price of equipment with T4F engine technology may be higher than predecessors, but that doesn’t mean engine care will necessarily be more expensive. Betcher addressed this specifically. “There may also be a perception that maintenance costs have risen,” Betcher shared. “Product complexity has increased with the sophisticated emissions technologies. So in face of these costs and uncertainties, more contractors have chosen to rent.” Dan Donovan, the director of road machinery sales for Volvo Construction, shared how familiarity with aspects of T4F will help contractors ease into routine maintenance. “For rental houses, our primary products are the small platform asphalt and soil compactors. The Tier 4 Final-compliant Volvo engines have lower horsepower and have passive regeneration without DEF. The major change that came with Tier 4 Final engines from Volvo is the interface between the operator and engine regeneration, which is now up to 500 hours for our larger platform compactors and pavers. This is a much longer window than Tier 4i, which could require a regen every 8 hours, particularly due to idling. Because the technology is uncomplicated, it has made the transition very easy for rental customers and helped contain rental rates. Many contractors already have Tier 4 Final technology on their vocational trucks, so they are familiar with DEF and how to manage the fluid.” Relying on the rental house to ease into T4F-compliant equipment offers benefits and drawbacks, just as relying on the rental house for fleet management always has. Industry experts shared their thoughts here.
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Derek Betcher Product Marketing Manager, Rental John Deere Construction & Forestry “Equipment rental is so widespread, it is part of the fleet strategy for contractors large and small, emerging and established. The ARA estimates that 5060% of the equipment on North American jobsites is now rented, not owned, and they call this important metric rental penetration. From John Deere’s perspective, when we build reliable, productive, rentable equipment, regardless of the emissions generation it’s from, we will earn the chance to be part of this long-term growth trend in rental penetration.” Jessica Shetler Product Marketing Manager, Engines and Powertrain John Deere Construction & Forestry “The IT4 and FT4 engines have proven to be reliable. The emissions solutions were developed with a focused building block approach leveraging technology that began with the PowerTech Engine in the late 1990s and continuing to mature into the Final Tier 4 solution we have today. This has allowed John Deere to have a robust emissions solution that offers the best engine performance expected by our customers to accomplish the job they have at hand. This strategy has provided experience, with over 411 million customer hours on the exhaust filter that began with Interim Tier 4 and over 23 million hours of experience with the Final Tier 4 technology. With regeneration being transparent to our customers and no interaction required; they can focus on the job at hand.” Dan Donovan Director, Road Machinery Sales Volvo Construction Equipment “National contractors typically rent asphalt compactors for multiple seasons and have numerous operators. They are looking for a simpler solution and have that with the Tier 4 Final machines, so they are updating their fleets. Soil compaction is a rent-to-own business, so customers can get familiar with the new technology before committing. Here, too, early reports are that Tier 4 Final machines are more user-friendly.”
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David Garton Manager of Rental Accounts CASE Construction Equipment “There’s a great opportunity for rental houses to capitalize on this Tier 4 technology and the fears and the hesitations that come along with it, but then in the long term they will shoulder the burden of whatever maintenance has to go along with it. And then that frees the contractor up to do what he does best.”
Steve Brown Global Rental Marketing & Operations Manager Caterpillar Paving Products “Higher total cost of ownership creates challenges for rental companies as well. With the introduction of Tier4, rental fleets are now mixed with lesser regulated machines. This creates rental rate pressure over the balance of the fleet offering. The impact is also felt in the resale channel as export opportunities are limited by lesser regulated markets. As the overall population of construction machinery migrates to Tier4 compliance these issues will ease. Until then the rental industry must seize the opportunity to be a value added partner to contractors. Consultation, training and managing ownership risk help contractors navigate the complexities of environmental regulation.”
TPEM According to the U.S. Environmental Protection Agency (EPA) website, the “Transition Program for Equipment Manufacturers, better known as “TPEM” or “flexibility program,” is a temporary exemption that allows diesel equipment manufacturers to delay installing Tier 4-compliant engines in their products for up to seven years.” Depending on the engine’s capacity, the manufacturer’s volume of production within the power category, and other variables, the OEM has calendar year extensions—ending in 2021—during which it can delay production of machines with T4F-compliant engines. That means contractors could, theoretically, still have access to new equipment with “less than” T4F engine technology through calendar year 2021.
That’s a Good Idea
These four mud flaps end in a sensible row. Steve Murray of Steve Murray Trucking, Hooksett, New Hampshire, uses four flaps to completely shield motorists behind his truck. Notice the flaps on the left and right hang from chains of seven links each. All photos courtesy John Ball, Top Quality Paving & Training, Manchester, New Hampshire.
Save on Costs with Your Professional Guide to Asphalt Mix Delivery Part 4—Move the Mud Flaps Out of the Way For the 2017 paving season, we dive into an essential area of project management for asphalt professionals: safe and timely delivery of hotmix or warm-mix asphalt (HMA/WMA) to the paving site. During this eight-part series, you’ll get some back-to-basics best practices to share with veteran and new haul truck drivers, in addition to new tips, ideas, and case studies with logistics and technology that will enhance your bottom line. Producers have streamlined processes at the plant; contractors have nailed down
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best practices in the work zone. Now it’s time to harness the potential you’ve been missing when it comes to mix delivery and haul truck fleet management. This installment looks at one idea to get the mud flaps out of your way. When you back the haul truck to the paver, you don’t want a mud flap between the push roller and the truck tire. We pointed out in the first part of this series, Take a New Look at Haul Truck Maintenance, in the July edition of AsphaltPro, that individual state departments of transportation
(DOTs) have different requirements of haul truck mud flaps—splash guards. You won’t find guidance on the Federal Motor Carrier Safety Administration (FMCSA) site because it doesn’t dictate policy on this item, but your state DOT will have regulations for the height the flap can hang from the ground, how much of the back tire it must cover, and the angle of flying debris it is to block. Check with your DOT’s website to make sure you start out in compliance. Once you get against the paver, the mud flap could get damaged or even torn off.
The chain is long and flexible enough to allow Murray to lay the mud flap on the fender where it doesn’t touch the push roller of the paver. This allows good contact between the push roller and truck tire for top quality paving. It also protects the mud flap from tearing or from getting caked with asphalt.
You’re not on a break. You’re getting the mud flaps out of the way, and then you’re getting yourself out of the way and back to the safety of the cab. That gives you two problems. First, it takes you out of compliance with the DOT. Second, when bits of polyurethane or rubber material fall into the hopper or onto the roadway, they cause problems in the mat. Depending on the thickness of the lift, the problem could be anything from missed density that hinders your ability to get a bonus, to a pothole next week. The best thing to do is lift the mud flaps out of the way. Independent driver Steve Murray of Steve Murray Trucking in Hooksett, New Hampshire, shared a good idea to make this process quick and easy. As you can see in the pictures on these pages, the mud flaps in the center of the tailgate are fixed in place. The mud flaps on the left and right hang by chains comprised of seven links each. The configu-
ration allows the bottoms of the flaps to line up nicely. When Murray gets to the paving zone, he parks the truck, engages the parking brake, and walks to the back of the truck to position the mud flaps out of the way. He lays them on top of the fenders. The length of the chains easily allows this. Then he returns to the cab and moves his truck to the place where he can begin backing into position. Keep in mind, when a haul truck driver exits his cab, he must wear his personal protective equipment. Make sure the safety vest is clean and bright. Wear a hard hat to protect yourself in the event of an emergency. If you have safety gators, make sure you wear them to give yourself that extra flash of safety yellow that will alert everyone to that fact that you’re out of the truck. Stay aware of your surroundings at all times and don’t dilly-dally. You’re not on a break. You’re getting the mud flaps out of the way, and then you’re getting yourself out of the way and back to the safety of the cab. After discharging the load, you’ll drive to the area that’s been designated to clean out the truck body. At that site, you can pull the mud flaps back into position for legal operation on roadways again. – By Sandy Lender
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Here’s What’s New in Asphalt Production Equipment & Services By the time this edition of AsphaltPro hits your mailbox, CONEXPO-CON/AGG will be over four months gone. Its effects linger in a good way for asphalt professionals. Much like each turn of the century historically roused entrepreneurs to innovate, a big expo like the one we saw in Vegas stimulates research and development departments to design new technology that improves the way you do business. This month, we look specifically at the inventions and services that joined the marketplace at—and after— CONEXPO-CON/AGG for the production side of the asphalt industry. Plants, terminals, labs and quarries have the solemn responsibility of providing the elements that make up the mixes with which we pave. Let’s take a look at what OEMs and service providers have most recently developed to make your job easier and to enhance your production bottom line.
Asphalt Drum Mixers Inc., of Huntertown, Indiana, offers a full line of drag slat conveyors for all of its asphalt plants and for pairing with plants from other OEMs. The heavy-duty conveyors are designed to provide years of service handling material transport ratings as high as 500 TPH. ADM designs its conveyors for maximum durability by using reinforced weld-on slats and chrome carbide wear liners on the slat floor and along the sidewalls. ADM designed the conveyors with a segmented-sprockets design, which allows for easy access to the stairways, handrails and maintenance platforms. Full-length hinged steel casing covers come standard on the drag slat conveyors and optional blue-smoke recovery systems mount on the conveyor to reduce emissions from silo tops. As with its plant designs, ADM customizes its drag slat conveyors to meet individual plant needs by offering either formed-steel or all-welded bridge beam construction. Customers also choose between a single- or double-hardened steel roller chain.
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Asphalt Drum Mixers offers heavy-duty drag conveyors with material transport ratings up to 500 TPH. Beyond the conveyors, ADM offers a wide range of components to further customize each asphalt plant. For more information, contact Mike Devine at (260) 637-5729 or mgdevine@ admasphaltplants.com.
The Ammann ABP 320 HRT (High Recycling Technology) asphalt plant from Ammann of Langenthal, Switzerland, is designed for asphalt manufacturers who need to incorporate large proportions of recycled asphalt pavement (RAP). The “2-in-1” HRT plant features both a warm and cold recycling system that can be used simultaneously, and was introduced to the North American market in January 2017. There are two warm recycling systems to choose from. One is the conventional concurrent flow dryer for RAP additions of up to 60 percent. The second is Ammann’s latest development in warm recycling, the RAH100, from which 100 percent recycled materials can be used, according to the manufacturer. The plants also can be equipped with optional RAP feed bins, which enable the separation of different RAP sizes to the drum or mixer, depending on the mix design. The
plant has a production capacity of 353 U.S. tons per hour. It can use foamed bitumen, pigments and other additives. The Ammann ABP 320 HRT is equipped with the as1 Control System, which includes tools such as energy consumption monitoring and a fully automated loadout module. The most striking visual difference between the HRT and traditional plants is the vertical stacking of the RAP-bearing components. This configuration is designed to reduce wear and sticking, and shortens the travel distance of hot RAP material. The Ammann ABP 320 HRT is designed to produce hot mixes, low-temperature asphalt and optionally cold asphalt. The standard design features a real-time energy consumption display, a fume suction system throughout the plant and full cladding. The plant features generous catwalks and platforms for easy access to key maintenance points. HRT is an acronym for “High Recycling Technology,” which reflects the latest environmental developments in resource preservation. The approach is based on producing top-quality asphalt mix with a high content of reclaimed asphalt. Fresh aggregate is added only as a supplement. For more information, contact Jenelle Strawbridge at (704) 840-8689.
The “2-in-1” HRT plant from Ammann offers two warm recycling systems to choose from— one designed to incorporate up to 60 percent RAP and one designed to incorporate up to 100 percent. Photo courtesy www.fotopizza.com.
The GT205 Hybrid Multi-Frequency Screen from Astec Mobile Screens was released in March.
This roadway was sealed with GSB-88® from Asphalt Systems Inc.
GSB-88® is a gilsonite-based emulsified asphalt seal coat from Asphalt Systems Inc® (ASI), Salt Lake City, Utah. The product has demonstrated in numerous studies to not only add years of life to asphalt pavement, but also to provide up to 400 percent return on investment, according to the manufacturer. As an integral component of GSB-88, gilsonite is a unique, naturally occurring, resinous asphalt ore found in Utah that does not have to undergo an oil refining process. GSB-88 comprises a mix of gilsonite, specially selected plasticizers and oils that penetrate and reintroduce essential binders into the pavement matrix. GSB88 is designed to mitigate the impacts of surface oxidation and moisture damage on asphalt pavements, halting deterioration and sealing the surface to help repel water. GSB-88 applies quickly and easily with standard bituminous distributors, according to the manufacturer. Spread rate is dependent upon the existing pavement’s texture, porosity and age. Application generally cures in two to eight hours. Applications for GSB-88 include pavements ranging from high-speed state highways to parking lots, city streets and county roads. It has also been applied to more than 500 military and civil airport runways in North America. For more information, contact sales at (801) 972-2757 or firstname.lastname@example.org.
Astec Inc. of Chattanooga, Tennessee, introduced its Silobot™ Inspection Service at CONEXPO-CON/AGG 2017 in March. At the heart of the service is the Silobot, a hi-tech tool that the Astec Inc. Parts Department will use to do thorough visual inspection and metal thickness testing inside hot mix storage silos. The remote control capabilities of the Silobot inspection device keep workers out of the confined space of the silos and out of harm’s way. The inspection record provided to the customer will include a metal thickness map, a video and photos of the inside of each silo. Engineering evaluations and recommendations, based on the inspection findings, will be provided by Astec engineers. Asphalt mixing plant operators schedule the inspection service through an Astec sales manager or Astec Parts. For more information, contact Astec Parts at (800) 251-6042.
ASTEC MOBILE SCREENS
Astec Mobile Screens of Sterling, Illinois, released the latest patent-pending hybrid technology in its GT205 Hybrid Multi-Frequency Screen during CONEXPO-CON/AGG 2017. The GT205 hybrid multi-frequency screen has the ability to run on either line power or diesel power when necessary. The GT205 features a high performance 5x20 screen designed for aggregate, recycling, construction and industrial markets. With its multi-frequency technology, end users can expect up to 50 percent higher screening capacity on the bottom deck, according to the manufacturer. The GT205 is designed for on-site flexibility and its simple controls create an easy-to-operate machine, resulting in increased uptime. “With the addition of the hybrid technology to the GT205, we are able to offer end users and dealers the latest solutions for their operations in aggregate, recycling, construction and industrial markets,” said Stephen Whyte, product manager for KPI-JCI and Astec Mobile Screens. For more information, contact Stephen Whyte at (605) 668-2631.
The Silobot™ is the heart of the Silobot Inspection Service from Astec.
Collaborative Aggregates LLC, which operates from the Warner Babcock Institute for Green Chemistry office and labs in Wilmington, Massachusetts, manufactures and markets Delta S asphalt rejuvenator, which is a plant-based, liquid chemistry. Available in 275-gallon totes and bulk, Delta S is used to return recycled asphalt binder from RAP/ RAS close to the original binder properties.
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product gallery Delta S is not regulated for transport or storage. Delta S is also used as a warm-mix asphalt chemistry and moisture anti-strip additive. For more information, contact Dr. Jay Bianchini at (978) 229-5403 or visit www. collaborativeaggregates.com.
CONVEYOR COMPONENTS CO.
The Model DLC is a flush-mount, pressure-activated, diaphragm-style, level control and plugged chute detector from Conveyor Components Company of Croswell, Michigan. The Model DLC has two dry (unpowered) 15-amp microswitches that activate when material within a bin or chute presses upon the diaphragm face. The company suggests the unit be mounted on the vertical side wall of the bin, hopper or chute. The unit may also be mounted on the sloped portion of the chute as long as material flows freely or does not bridge. The Model DLC is designed for use as a high level switch, a low level switch, a plugged chute detector, or as a material presence control on a conveyor belt and a high level indicator above a crusher box. For more information, contact sales at (800) 233-3233 or email@example.com.
FORTA-FI® is a high tensile strength synthetic fiber blend specifically formulated by FORTA Corporation of Grove City, Pennsylvania, to reinforce and enhance asphalt mixes in both new construction and repair projects. FORTA-FI is known for its ability to add strength and durability to both high and low asphalt mix temperatures without requiring
FORTA-FI was first developed in 1982, but has been tested and proved a success many times over since then, including its recent pilot project in O’Hara Township, Pennsylvania. 68 // August 2017
The Gencor TRIFECTA™ is a compact, portable drum mix plant launched in 2016. additional changes to the mix design, according to the manufacturer. FORTA-FI has been involved in a considerable amount of research and testing since its development in 1982. For example, the C Line Integral Crack Propagation Test was done using a FORTA-FI sample while comparing the results to a control sample without FORTA-FI. The test demonstrated that FORTA-FI-reinforced asphalt controls cracking much better than asphalt reinforced without FORTA-FI. FORTA-FI can be found on the NCAT test track, the German Autobahn, Boeing factory roadways and parking lots, high traffic airport runways, residential and commercial driveways, local roads, state routes, highways, bridges, and countless other projects located around the world. One of the bestknown FORTA-FI® projects, visually highlighting the benefits of the fiber, is a roadway pilot project in O’Hara Township, Pennsylvania. Glen David Drive was a heavily cracked residential street leading to the swim club; its problems were in need of remediation. To accurately test the success of FORTA-FI, this pilot project split the roadway down the middle, using FORTA-FI- reinforced asphalt on one side and traditional asphalt on the other side as a control. The one side has a 3-inch leveling course and 1-1/2-inch wearing course without fiber, while the other side contains FORTA-FI in both layers. After 5 years, the asphalt with fiber shows impressive results regarding overall crack control compared to the section without fiber. For more information, contact Garrett Lovett at (724) 967-1528.
The Gencor TRIFECTA™ is a fully integrated counterflow drum plant designed by Gencor Industries Inc., Orlando, Florida, to meet the demands of fast site setup and operations. The Trifecta drum mixer is a proven counterflow design, which provides controlled mixing behind the burner flame for efficient drying of wet aggregates and no degradation of the asphalt mix. The Trifecta’s patent-pending design connects directly to the baghouse without any ductwork. The Trifecta Aggregate unit is a fully integrated feed, conveying, weighing and filtration system all in one transportable load. This “patent-pending” design comprises four large feed hoppers, each with its own variable speed feeder and scalping screen. A totalizing weigh scale and aggregate conveyor accurately weighs the materials before entering the dryer. The unit also includes the patented Ultraflo baghouse system, which connects directly to the dryer without any ductwork. All dust is conveyed via a pneumatic conveying system to the drum mixer making the Trifecta a compact and transportable drum mix plant. For more information, contact Dennis Hunt at (407) 290-6000 or firstname.lastname@example.org.
GreenMantra™ Technologies, based in Brantford, Canada, has introduced new Ceranovus™ polypropylene waxes with unique and customizable technical properties. The new line of synthetic waxes are produced from post-industrial plastic waste and
Your tax deductible donations help support families that have lost a loved one, working on a construction site
Construction Angels, Inc. 501(c)3 Payroll Deduction Form Dear Construction Employee,
Construction Angels, Inc. provides immediate financial assistance to surviving children and spouse of a construction worker’s family when they lose a loved one to an onsite construction fatality. Your decision is yours alone to make, but Construction Angels will be there to help you or your friend’s family, pick up the pieces, if a tragedy such as this should occur. Is your family prepared? Everyone expects to return home at the end of the day to our families, but for unforeseen accidents, the loss of a family member or friend is heartbreaking. Construction Angels hopes you and your family will consider the option to support “One of our Own” in the construction industry. Instructions • Use this form to file for deductions from your payroll. • You can obtain additional copies of this form, by asking your HR department. • Print in capital letters with blue or black ink. Give a copy of this form to your Employer. • Note: Your deductions will be automatic every pay period. • Visit www.constructionangels.us for more information about this charity you are donating to. 1. What would you like to do? (Check only one box, and then complete all sections of this form.) ❒ Establish Payroll Deduction (Check this box to establish payroll deduction for the first time.) ❒ Increase or Decrease Amount (Use this form to increase or decrease your deductions. To stop payroll deduction speak with your employer.) 2. Contribution Instructions (You must complete all applicable parts of this section.) ✓ Tell your employer how much to deduct from your pay each pay period. The minimum contribution is $1 per week option, per pay period. Please Circle Contribution Amount per pay period: $1 $2 $3
✓ Tell your employer when to begin these deductions. Unless otherwise indicated, your deductions will begin as soon as possible following receipt of all paperwork in good order. Effective Date (MM/YY): ______________________________________ 3.Employee Authorization and Signature By signing below, I authorize my employer to process periodic deductions from my paycheck for contribution into the Construction Angels, Inc. Fund. This authorization will remain in effect until canceled by me or by the Employer, Charity, or upon termination of my employment with my employer. Employee Signature_______________________________________________________ Date___________________________________ Construction Angels, Inc. • 3640-B3 N. Federal Hwy, Suite 132 • Lighthouse Point, FL 33064 754-300-7220 Office • www.constructionangels.us
The new Ceranovus™ waxes from GreenMantra™ are made with 100 percent recycled materials. post-consumer recycled plastics such as yogurt containers and bottle caps, and can be tailored to specific end-use applications. For example, in asphalt roofing, Ceranovus waxes are designed to be used to stabilize or increase the softening point of commercial, residential or peel-and-stick roofing products while decreasing penetration in desired formulations. In addition, the company states they can improve compound stability and impact resistance. Ceranovus waxes are made with 100 percent recycled materials, providing a sustainable raw material that helps drive the circular economy of plastic. They also have received third-party certification for recycled content. This provides customers with transparent documentation and added support in qualifying for environmental product standards and green building requirements such as U.S. Green Building Council’s LEED certification. For more information, contact Freeman Communications at (513) 733-1800 or visit www.greenmantra.ca.
Hotmix Parts and Service® of Louisville, Kentucky, introduced the Advanced Tank Farm Management System, a completely automated multiple tank changing solution for correct valve positioning and overflow avoidance when changing or filling AC tanks, May 2017. The system is comprised of two major components. The Accu-Radar monitors each
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The Advanced Tank Farm Management System from Hotmix Parts and Service® is designed to enhance safety by preventing overfills as well as eliminating contact with hot AC or piping during tank switches. tank level. This alerts the operator if there is a close-to-overfilling condition. The Multiple Actuator Valves are designed for seamless tank switching on the fly, to eliminate human error and contamination of AC tanks. The operator quickly switches grades of AC with the push of a button and the assurance that valve positioning is correct with the illuminated control panel, which can be placed in the control house along with other plant controls. The Advanced Tank Farm Management System handles up to 10 tanks, and allows the operator to make sure that the line is clear before pumping a different grade of AC. For more information, contact Tom Snell at (800) 826-0223.
IPC Global, Victoria, Australia, announces the release of new, fully electromechanical Galileo and Galileo Research gyratory compactors, which require no air compressors or hydraulic pumps. The compactors incorporate innovations such as IPC Global’s Electromechanical Servoactuation (EmS) mechanism, allowing user defined closedloop control of rate of gyration and axial load, and Controls Group’s Orbital proprietary gyration & mould rotation system (patent pending). Designed with the user’s needs in mind, both Galileo and Galileo Research use closed-loop control to compact cylindrical specimens of bituminous mixes by combining a rotary shearing action with a vertical
The Galileo and Galileo Research gyratory compactors from IPC Global were introduced in May. static force to give highly accurate and repeatable test results, according to the manufacturer, who states the stiffness and angle stability values fall comfortably within the limits defined in EN 12697-31, AASHTO T312 and ASTM D6925 D7115 standards. Among the features for the Galileo Research version are its closed loop automatic angle adjustment; ability to obtain a zero-angle at the end of the test; and real-time direct shear and torque resistance measurement giving automatic calculation of the compaction energy. For more information, contact email@example.com.
Would you like your asphalt plant front end loader to have better penetration into the RAP pile? If so, the new serrated cutting edge from Kenco Engineering Inc., Roseville, California, may be the answer. Designed to give some of the benefits of teeth along with the benefits of a straight cutting edge, the Kenco Serrated Tungsten Carbide Impregnated (TCI) cutting edge is designed to penetrate old and hardened RAP piles more easily than
The Kenco Serrated TCI cutting edge is designed to offer the best of both worlds of good penetration with good wear life.
a standard flat blade without leaving trenches in the yard floor the way teeth will. Though trading some overall wear life for better penetration, the Kenco serrated design still gets the benefit of our unique Tungsten Carbide Impregnation process. For more information, contact Paul McDowell at (800) 363-9859.
Larson Electronics of Kemp, Texas, has launched a set of portable power distribution units (PDUs) to help streamline the setting up and tearing down of equipment used in industrial work sites. Larson Electronics custom builds each PDU to meet the customer’s needs and specs. The line of PDUs adhere to UL 1640 standards, and each features different ratings for deployment in various locations. The company offers explosion proof PDUs for hazardous locations as well as outdoor-rated units that come with NEMA enclosures for protection from unpredictable weather and corrosive substances. Each unit ranges from 7.5 KVA to 150 KVA, with multiple outlet configurations. Support for each of these units is provided by a sturdy, wheeled cart for transportation around the job site. For more information, contact sales at (800) 297-4352.
Libra Systems Corporation, Harleysville, Pennsylvania, initially launched its Web Services in 2016, but released a new version in March 2017. The product is a new interface
available for your Libra systems, opening the path to critical data sharing from anywhere. • Configurable alerts automatically send text or email messages to meet the needs of salesmen, job foreman, plant superintendents, general management and end users. • Web reports provide authorized users mobile access to company-wide or filtered data in real-time. • Administrators may grant selected customers (end-user customers) the right to subscribe to alerts or access reports. Web Services automatically, and securely, limits their information to only that which pertains to their particular jobs. • Coupled with the Libra Quoting Module, salesmen can generate or track quotes while away from the office. For more information, contact Ken Cardy at (215) 256-1700.
Pine Test Equipment Inc., Grove City, Pennsylvania, has introduced its Bond Strength Tester, a universal test fixture that measures the amount of force needed to shear the tack bonded adhesion between layers of asphalt. The Bond Strength Tester is designed to be compatible with all Marshall loading frames. It features a durable frame with fixed and movable shearing tubes that provide a horizontal shear plane adjustment gap on the fixed shearing tube. The fixture is available with or without the assembly, and can apply a normal force ranging from 0 to 150 lbf to the specimen. The deflection is measured by the digital indicator. Quick release knobs allow for swift insertion of a specimen into either end of the fixture. The standard shear tube diameter is 6 inches. If smaller specimens are required, optional reducer sleeves and end plates allow the fixture to accommodate 4-inch, 3-inch and 2-inch specimen sizes. For more information, contact David Savage at (724) 458-6393 or firstname.lastname@example.org.
PROCESS HEATING Libra Systems has updated the Web Services product, opening the path to critical data sharing from anywhere.
Process Heating Company (PHCo) of Seattle offers the Lo-Density® Hot Oil Circulating Heater systems to provide automatically controlled, even-temperature heat-transfer fluid. With the PHCo indirect heating sys-
tems, heat from electric energy is transferred to the oil, which then carries it to the area or process where it is needed. Using PHCo’s unique Lo-Density patented Coil-Lock-design heating elements, which reside within a drywell, the units dissipate controlled heat as low as eight watts per square inch on the heater’s sheath, eliminating coking or carbonization of the transfer oil. Because the drywell-style elements are accessible from outside of the system, they also may be serviced without draining the heater. Each Hot Oil Circulating Heater is a complete system that includes a properly sized, vented expansion tank with a sight glass and a low-level shut-off switch. The system also includes an exchanger built to ASME standards, covered with high density insulation and an aluminum jacket. There is a motor-driven, special high-temperature centrifugal pump for circulating heat transfer oil, and a UL-listed industrial control panel in a weatherproof enclosure, with standards that include a programmable time clock for early morning startup, main indicating controls, and over-temperature controls. Also contained in the package are additional features, including a strainer for easy cleaning, shutoff valves for the system and the fill lines, and strategically located air purge valves. PHCo Hot Oil Circulating Heater systems are completely pre-wired, pre-plumbed and ready for installation. One PHCo customer, F&R Asphalt of Easley, South Carolina, replaced its diesel-fired hot oil with a PHCO electric hot oil heater in 2009. The diesel system had burned 800 gallons of fuel per week, and F&R Asphalt was paying $4 per gallon, resulting in weekly fuel costs of $3,200 or an annual cost of $166,400. After switching to the PHCo electric hot oil heater, the customer was able to reduce heating costs to $210.10 daily, for an annual cost of $76,686 and an annual savings of $89,714. Given today’s energy costs, with diesel fuel at approximately $2.60 per gallon and industrial electricity costs at slightly less than they were eight years ago, the data is still relevant. An additional benefit is that PHCo electric heaters typically last for more than 30 years, providing 100 percent efficient heat over their lifetimes, according to the manufacturer. For more information, contact PHCo at (866) 682-1582.
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product gallery The RC-15T is designed around the specific truck chassis chosen and supplied by the contractor. The build completion time varies, but is usually seven to eight weeks, according to the manufacturer. For more information, contact Wesley Van Velsor at (603) 826-3030 ext. 202.
STANSTEEL Using the new RC-15T reclaimer from RayTech Infrared reduces the number of trips back to the asphalt plant for utility and commercial contractors.
Ray-Tech Infrared of Charlestown, New Hampshire, has introduced its new RC15T to the asphalt industry. The RC-15T is a truck-mounted reclaimer that delivers 15 tons of hot-mix asphalt to the job site, keeps it hot for up to 48 hours, and provides long range capability and large volume capacity for utility projects, according to the manufacturer. It is also designed to reclaim cold material into hot, workable asphalt. With growing infrastructure needs in metropolitan areas, utility projects are ongoing and growing. The need for high volume hot mix material at these jobsites is ever-increasing and opportunities for utility contracting companies is expanding. The RC-15T offers three times the capacity of traditional hot boxes. “We continually adapt to everchanging customer needs by expanding business through innovation and technical knowledge,” Ray-Tech Infrared President Wes Van Velsor said. The RC-15T reduces the need for multiple trips to the asphalt plant. Customers are already acknowledging the benefit of deploying the RC-15T. Feeney Brothers, a premier Northeast utility contractor, recently committed to adding the RC-15T as part of its fleet of underground utility solutions equipment. Their RC-15T was a custom build, and Feeney Brothers worked closely with Ray-Tech management to incorporate the options essential to their company’s needs. Companies such as Feeney Brothers can increase their geographic reach and provide superior performance in the work their crews perform.
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Stansteel Asphalt Plant Products, Louisville, Kentucky, launched the RAP Eater® Retrofit Drum Mixer in late 2015 with multiple successful operations in 2016. The counterflow drum mix technology has been field proven to recycle up to 40 percent RAP in a consistent and quality manner, according to the manufacturer. It combines both the RAP and the superheated virgin material for an extremely long dwell time, combining them to get full heat transfer, improved release of RAP AC, and proper heating of the liquid AC and RAP prior to the addition of liquid asphalt, liquid AC conditioners or rejuvenators. Stansteel has continued to pioneer products that help contractors retain much of their existing plant or equipment while improving technology with advances such as the RAP Eater. The unit can be retrofitted on all types of different drum frames, according to the manufacturer. For more information, contact Rick Rees at (502) 245-1977.
TPF Inc., Cincinnati, has launched a new concept to prevent costly and dangerous asphalt tanker truck overfills: the RAPTOR probe overfill protection system. The RAPTOR (Rapid Analog Pressure Temperature Overfill Response) System uses a 24-inch stainless steel gas-filled probe with an electrical output signal, which allows the data to be interpreted by the software on a PLC. The RAPTOR SYSTEM is a safety device designed to prevent overfill situations. It has been used successfully hundreds of times by a major Midwest asphalt manufacturer. The RAPTOR SYSTEM probe is based on a simple principle: When gas is heated, it expands. Because the volume of gas is held constant in the probe, the pressure inside the system increases. This increase causes a spike in the system that is converted to an electrical signal interpreted by the software. A cut-off is triggered by a rapid change in temperature, caused either by contact with the probe, or by reaching a preset temperature. Using slope intersect technology, the setting of slope can be adjusted to detect an overfill condition within milliseconds, which eliminates false trips. The RAPTOR SYSTEM temperature set point can be adjusted. Once settings are established, it’s ready to go. There are no moving parts or needed field calibration. Switching is accomplished through the site PLC.
The RAP Eater drum from Stansteel Asphalt plant Products is available for replacement of straight drums, flared end drums, parallel flow drums, and as a complete portable retrofit to replace older counterflow drum mixers.
The RAPTOR SYSTEM from TPF Inc. uses a 24-inch stainless steel gas-filled probe with an electrical output signal. The RAPTOR SYSTEM software can be installed on an existing PLC. It uses a 4-20 mA DC loop powered signal. The RAPTOR SYSTEM can be used in a variety of tank or various situations where overfill is a critical concern. For more information, contact Chuck Stiens at (800) 903-9968 or email@example.com.
Volvo Construction Equipment North America, Shippensburg, Pennsylvania, has made Volvo Load Assist available on new Volvo wheel loaders ranging from L110H to L250H. Volvo Load Assist is designed to provide both real-time intelligence to the operator and documentation of work orders for the owner and his customers. Managed through Volvo Co-Pilot, the award-winning in-cab interface, Load Assist eliminates the guesswork associated with loading accurate tonnage, reducing occurrences of reweighing and reloading, as well as providing opportunity for the owner to expedite paperwork and improve operator training. The operator uses the 10-inch, high-resolution touchscreen Co-Pilot interface to set up projects by selecting customer name, work order number, target tonnage and material type. These settings can be stored for future work orders, and the number of customer presets is virtually limitless. Once the work order parameters are set, the Co-Pilot screen allows the operator to track progress
of the job as it’s underway. Because Co-Pilot and Load Assist are integrated into the wheel loader’s electrical architecture, the system also feeds productivity data to CareTrack®, Volvo’s telematics system. This data includes tons per gallon of fuel, gallons of fuel per ton, total number of cycles and percentage of cycles that were overloaded. This intelligence allows the owner to identify potential training opportunities for operators, as well as compare operating costs to product by machine and by operator. For more information, contact Dave Foster at (717) 530-6169, firstname.lastname@example.org.
omization, and employs a variable frequency drive (VFD) to efficiently modulate combustion air. When combined with the Hauck BCS 7000 control system, the MegaStar 25 has flexible air-to-fuel ratio controls allowing for effective, efficient and low emission performance, according to the manufacturer. Hauck MegaStar burners are all equipped with industry-best flame shaping capability, which allows for precise matching of the flame shape to the dryer combustion zone. The Hauck MegaStar 25 burner is well suited for small plant upgrades from openfired burners to 100 percent sealed-in burners. The jump from open-fired burners offers producers of HMA additional combustion efficiency and lower emissions. Also, a sealed-in combustion system equipped with VFD technology provides an additional level of electrical energy savings as well as reduced noise. The burner is available in standard lengths as well as extended lengths for various counterflow-style hot mix plants. For more information, contact Paul Lavenberg at (717) 644-5446.
The Hauck MegaStar line of burners previously had sizes from 50 Million to 150 Million Btu/hr. This new size, the Hauck MegaStar 25 from Honeywell Thermal Solutions— Hauck Asphalt Products of Rockford, Illinois, is rated at 25 Million Btu/hr and is suitable for smaller asphalt plants, rotary dryers, sand dryers and other aggregate drying systems. It operates with low pressure oil at-
The MegaStar 25 from Honeywell Thermal Solutions-Hauck Asphalt Products is capable of firing oil, reclaimed oil, natural gas, vaporous propane and liquid propane.
The engineering team at RoadScience, a Division of ArrMaz in Tulsa, Oklahoma, launched NovaGrip™ in July. The additive is designed to eliminate smoke and fume that are uncomfortable for plant and paving crew personnel, as well as citizens. For more information, contact Ivann Harnish at (918) 960-3851.
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off the mat
Use Glassdoor Reviews as Fraud Predictors Organizations often discount social media reviews left by employees as mere ranting, but there is now evidence to suggest a correlation between employee dissatisfaction and findings of fraud by an organization. Culture can drive or impede the success of an organization. It is defined by policies, procedures and leadership style. Consequently, when an organization is accused of committing fraud, its culture is examined to determine if it was the cause. Before the rise of social media, you learned about an organization’s culture if you knew someone who worked in the company. Today, many job candidates find out about an organization’s culture based on reviews on the popular website Glassdoor, which allows current and former employees to anonymously rate employers. A recent study (using data from Glassdoor) showed there is a statistical link between an organization’s poor culture and the likelihood that it would be investigated or prosecuted for fraud. The authors of the study examined three measures of an organization’s culture in data submitted by Glassdoor users from 2008 to 2015: (1) ratings of an employer’s culture and values; (2) ratings of its senior leadership; and (3) ratings of employee job satisfaction. Next, researchers looked at the relationship between the measures of the organization’s culture and the likelihood that the federal government investigated that organization for fraud. They found that organizations with a poor culture are more likely to be investigated for fraud by the federal government. According to the study, one theory as to why an organization’s negative culture can lead it into committing fraud is that companies with dysfunctional cultures are more likely to set ambitious performance goals, and then push employees to meet
those goals, which causes the employees to behave unethically. These goals promote a corrupt culture that breeds both dissatisfaction and fraud. Another theory is that organizations with a negative culture lack the internal controls that serve as safeguards to prevent fraudulent behavior. Most companies with a good compliance program have these types of controls in place; however, organizations with a positive company culture have an added advantage. If the controls fail, their culture serves as a safety net. The study found, “a strong-internal-control environment can block opportunities to commit fraud, regardless a firm’s culture, but in the absence of a strong internal-control system, rigorous corporate culture—such as one that promotes ethical conduct or whistleblowing—can decrease opportunities to commit fraud.”2 While the study focused its research on the financial industry, the theories and conclusions reached are equally applicable to the construction industry. For example, in the July Off the Mat department, we discussed the fraud section of the U.S. Department of Justice’s (DOJ) new compliance guidance. One of the central themes is the role and responsibility undertaken by management and corporate compliance personnel in monitoring the company’s conduct and in creating an atmosphere of corporate responsibility. Essentially, the DOJ looks at the company’s culture to avoid fraud.
The good news is although the study found that poor company culture is statistically linked to fraud, the authors believe it is possible to break the link by good corporate governance in the form of strong oversight. Another lesson to be learned is that an employer should never dismiss an employee’s complaint about a company’s culture. If an employer does not listen to and investigate feedback and attempt to correct the problem, it is missing an opportunity to deter fraud down the road. Monitoring an employee’s views of a company’s culture and governance through social media sites such as Glassdoor, as well as through internal employee feedback, can not only pay off in the form of higher employee satisfaction, but also in less incidents of fraud and fraud investigations. –By Lorraine D’Angelo & Silvia Zicherman
Lorraine D’Angelo, a nationally recognized expert on legal and regulatory risk management, is the president of LDA Compliance Consulting Inc. She has more than 25 years of experience in the construction industry, including a recent tenure as senior vice president for ethics and compliance at a global construction company. D’Angelo is an accredited ethics and compliance professional and a leading expert on small, women-owned, minority and DBE matters, programs and policy implementation. For more information, contact her at (914) 548-6369 or Lorraine@ldacomplianceconsulting.com. Silvia Zicherman is a consultant at LDA Compliance Consulting Inc. She is an attorney and has 12 years of experience in the construction industry as a former marketing director at a national construction law firm.
Ji, Yuan and Rozenbaum, Oded and Welch, Kyle T., Corporate Culture and Financial Reporting Risk: Looking Through the Glassdoor (January 30, 2017) Ibid. at 12.
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Here’s how it works Step 2
A loader or excavator feeds material to the 9-cubic-yard capacity hopper.
The operator lowers the run-on legs and extends the plant’s conveyors to prepare for operation.
Step 4 Material that has bypassed the impactor, and material from the crusher, are deposited on the crusher discharge conveyor, and then transported to the two-deck screen with third reliever deck for sizing.
Material is screened via the 2-step, 5-foot grizzly deck to remove smaller material and bypass the impactor.
Step 6 The return conveyor transports oversized material from the screen to the hopper, where it is introduced directly into the impactor for re-crushing.
Step 5 Material that meets intermediate or final spec product is discharged onto the side discharge conveyor or fines conveyor, respectively, for stockpiling.
Eagle Crusher’s RapidDeploy™ Material is dumped into the vibrating hopper. At the end of the hopper, material flows across the 2-step, 5-foot grizzly deck. Smaller material slips between the bars, allowing it to bypass the crusher and be screened first, reducing wear on the impactor. Material that bypasses the impactor is deposited on the crusher discharge conveyor where it rejoins material crushed in the impactor and is transported to the twodeck screen with third reliever deck. The third reliever deck is two-thirds the length of the full screen decks to help bypass the close-to-size material through the screen
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to the absolute decks, while retaining the larger, oversized material. This gives the screen more opportunity to size the closeto-size material without blinding itself with too much oversize material. Oversize material is returned via the return conveyor to the hopper, where it is introduced directly into the impactor for re-crushing. Material that meets the producer’s intermediate or final specs is discharged off the side discharge or fines discharge conveyors, respectively, for stockpiling. Optionally, smaller material that falls through the grizzly bars can be removed by
the throw of a lever onto the optional grizzly discharge conveyor. For more information, contact (800) 2532453 or email@example.com.
Show us How it Works
If you’re an equipment manufacturer with a complex product, let us help you explain its inner workings to the readers of AsphaltPro magazine. There’s no charge for this editorial department, but our staff reserves the right to decide what equipment fits the parameters of a HHIW feature. Contact our editor at sandy@ theasphaltpro.com.
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Here’s how it works Step 1
Either the dump man, paver operator or truck driver uses the remote control to activate the KEITH WALKING FLOOR unloading system.
The horizontal slats move cyclically at a consistent rate of speed.
Step 3 The mix drops into the hopper as the WALKING FLOOR® unloader “walks” the material out the back end of the truck body.
Step 5 When the load is fully discharged, the headboard is hydraulically retrieved, and the driver is ready to pull away.
Step 4 As the mix moves forward, the headboard clears the body of mix.
The KEITH® WALKING FLOOR® Contractor Unloading System Charging a hopper in a tight space or in a residential area full of older trees and overhead wires presents paving crew members with a list of safety concerns. The last thing you want is to get an end dump trailer tangled up in live wires. The team at KEITH Manufacturing Co. in Madras, Oregon, has designed an unloading system that eliminates the need to raise a truck body. Here’s how it works: A hydraulic unloading system installed beneath the truck body moves a series of Domex steel slats, which are v-shaped for asphalt and aggregate applications. While in
78 // August 2017
motion, the floor slats and truck body remain horizontal. The slats reciprocate sequentially and then in unison to convey the load out of the trailer and into a waiting hopper. After the haul truck driver moves into position within the work zone, the paver operator gently brings the paver’s push rollers into contact with the truck’s back wheels. Then the truck driver can hand off a remote control to the dump man or paver operator to let the person with the best view of the hopper control material flow, or the driver can keep the control in the cab. With the press of a button, he activates the
KEITH® WALKING FLOOR® unloading system. Unloading continues cyclically at a consistent rate of speed until the person with the control stops it, giving the driver—or the dump man—the ability to meter mix to the hopper. As the mix moves forward, a specially designed headboard clears the body of mix so the driver doesn’t have to stop and clean the bed before returning to the plant for another load. The headboard is hydraulically retrieved at the end of the load. For more information, contact sales at (541) 475-3802.
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GTB-5183D1 - Tarmac 1040 Stationary Counterflow Dryer • Nominal 120” Diameter x 40’ Long Shell • Heavy Duty Wide Flanged Beam Frame with supports to grade. • Inlet Breeching with position adjustable, Indexing Slinger Belt feed conveyor. • Trunnion Type drive with (4), 50 HP Drive Motors and Dodge TXT9 Shaft mounted gear reducers. • The burner for this Dryer is a Hauck Model SJO-4750 with 125 HP Blower
GTB- 5183D2 - Tarmac 722 Rotary Mixer • Nominal 84” Diameter x 22’ Long Shell • Heavy Duty Wide Flanged Beam Frame with supports to grade. • Inlet Breeching with Auger type Dust injection and Liquid AC Piping. • Trunnion Type drive with (4), 25 HP Drive Motors and Shaft mounted gear reducers. • Blue Smoke Emissions Exhaust Fan with Ducting back to Dryer Burner Breeching. • Gravity type Inlet Chute, for Recycle Material and aggregate from Dryer.
GTB-5183I - Tarmac Nominal 90,000 CFM Baghouse • Pulsejet Style with top load bags • Nominal 90,000 ACFM with 16,560 sq ft cloth. • Exhaust Fan with twin 150 HP Drive Motors and VFD control • Exhaust Stack with test platform are included • Hopper mounted Dust Removal Auger with 5 HP Drive. • Support legs to grade with diagonal bracing. • Caged access ladder to top with full perimeter safety handrails around top.
GTB-5183J1 - Heatec 30,000 Gallon Stationary Liquid Asphalt Storage Tank • Internally mounted Heat Transfer Oil Piping. • Heavy duty Channel Frame Skid • Temperature Controller • Full length top mounted walkway with access ladder and handrail.
GTB-5183J2 - Heatec 30,000 Gallon Stationary Liquid Asphalt Storage Tank • Internally mounted Heat Transfer Oil Piping. • Heavy duty Channel Frame Skid • Temperature Controllers • Top mounted Agitator assembly for one compartment. • Full length top mounted walkway with access ladder and handrail.
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advertiser index Ammann.................................................................................... 27 Asphalt Drum Mixers................................................................22 Astec, Inc…............................................................ 13, 31, 38, 61 B & S Light................................................................................45 Cargill......................................................................................... 57 CEI................................................................................................ 4 ClearSpan...................................................................................51 CWMF Corporation...................................................................15 Dillman Equipment...................................................................52 Eagle Crusher.............................................................................21 E.D. Etnyre.................................................................................65 Fast-Measure…..........................................................................81 Gencor Industries...................................................................... 11 Heatec, Inc................................................ Inside Back Cover, 37 Hot-Mix Parts............................................................................17
KPI-JCI-AMS..................................................Inside Back Cover LDA Compliance Consulting....................................................81 Libra Systems……......................................................................43 Meeker……...................................................................................77 Process Heating........................................................................41 Reliable Asphalt Products........................................ Back Cover Roadtec.....................................................................................7, 8 Stansteel AsphaltPlant Products.......................................... 79 Systems Equipment.......................................................... 19, 63 Tarmac International, Inc........................................................35 Top Quality Paving....................................................................80 TPF, Inc...................................................................................... 75 Transtech...................................................................................33 Willow Designs......................................................................... 75 Volvo...........................................................................................49
AsphaltPro’s Resource Directory 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.
Because Reputation Matters. The face of business is changing. Regulatory changes, globalization, as well as advances in technology such as social media, all contribute to your regulatory risk. Proactive risk management adds value and can differentiate you in the growing market as well as improve your bottom line. At LDA, we can monitor and detect potential problems and to prevent issues down the road. To learn more, call or visit our website.
5700 Arlington Ave., Bronx, NY 10471 www.ldacomplianceconsulting.com
www.THeAsphaltpro.com // 81
Smartphones Toughen Up for Use in the Field to 10 feet. It has a long battery life, a decent 8-MP camera, and various other capabilities. Its durability isn’t questionable, but it is rather heavy. At 0.96 pounds and a thickness of 1.2 inches, it’s a phone that’s probably the strongest out there. Kyocera Brigadier This phone has a sapphire screen, which is the second-hardest crystal in the world— much stronger and more expensive to work with than the industry standard Gorilla Glass 4. Its wining features meet the U.S. Department of Defense Military Standard 810G, protecting it from shock, vibration, extreme temperature, and other possible damage agents; a range of conditions that most other rugged phones would struggle to withstand. As the foreman or supervisor in the field, you can—and must— be mobile. Devices that can be used while in the field today are indispensable, when transmitting data across significant distances has become instantaneous. WIRED magazine shared in early 2014 that investing in mobility has become necessary for improved efficiency in the construction industry, where meeting the high demands placed on every project requires efficient access to the knowledge and skills of everyone in the operation. As examples, GPS tracking and telematics packages allow managers to receive automatic reports and alerts regarding the location of assets, as well as information about driving behavior and engine diagnostics. This, along with greater efficiency, improved cost performance, and increased safety, contributes to notable improvements in worker productivity and customer satisfaction rates reported by at least half of the companies that use mobility tools, as detailed by the Technology Services Industry Association. Inexpensive consumer mobile devices have been the go-to gadgets of field workers to this point, owning to their low price and
82 // August 2017
durability, at least when compared to higher-end smartphones. At the other end of the spectrum, the more expensive options can perform better and faster, and have multiple wireless connection capabilities, but often lack the sturdiness that working in the field requires. With hardware and software performance increasing with each new device being released, the smartphone market has finally become ripe for several important niches, and one of the most exciting directions it has taken it toward ruggedness. Here are some of the top-performing rugged phones available on the market today: CAT S60 CAT’s follow-up to the successful S50 line is elegant, while maintaining the toughness you’d expect from this division of Caterpillar Company. It weights 9.8 ounces, and packs into its bulky frame several ports and useful features, including a thermal camera to monitor your mat. It does win in terms of form factor, with a slip-proof design emphasized in its smooth and rounded edges. Panasonic Toughpad FZ-X1 This phone-tablet is as tough as they get, able to survive a fall onto concrete from up
Ulefone Armor A quality rugged phone at a less-than-premium price, the Armor features dual-sim capability and physical navigation keys under the screen. Operating within the temperature range of -40 to 80oC, it’s practically invincible against any weather conditions and is water resistant. While drop test results are unknown, this phone can be immersed in water up to 1.2 meters, and features a 13-MP camera that can work under water. Sonim XP7 This brand has previously earned popularity for dropping its XP3300 Force model from a staggering 25 feet, and merited the Guinness World Record for highest mobile phone drop. It’s one of the sturdiest industrial-ready smartphones on the market, featuring resistance to petroleum oils and cleaning solvents. It comes at a rather steep cost, but has a serious competitive edge over other phones in terms of durability. – By JB2Tech
JB2Tech is a new technology correspondent currently focusing on exciting development in logistics, telematics and proximity. She contributes to several online and print publications in the UK and America.
ProSizer® 3100 This unit is the ideal mobile solution for milled RAP processing. The compact 31x36 horizontal shaft impactor and double deck high frequency screen make this unit the best investment for asphalt producers. The new swing-out return conveyor allows producers to run closed-circuit or stockpile a third finished product. Learn more about RAP Processing Systems at kpijci.com
ASTEC MOBILE SCREENS
an Astec Industries Company
2704 WEST LEFEVRE ROAD • STERLING, IL 61081 USA • 800.545.2125 • FAX 815.626.6430 • kpijci.com
9’X38’ DRYER & 62,000 CFM BAGHOUSE • 9’X 38’ CUSTOM DRYER • ELEVATED FRAME STRUCTURE • SADDLE CHAIN DRIVEN • GENCO JET BURNER • 62,000 CFM GENTEC BAGHOUSE
• SIZE 49 EXHAUST FAN • 10X13 KO BOX • DRYER SET UP TO FEED A ROTARY MIXER • EQUIPMENT CAN BE SOLD SEPARATELY • CALL FOR DETAILS
RAP-13836 H&B 10,000 LB. BATCH PLANT
CMI ROTO-AIRE BAGHOUSE
• H&B 10K COMPLETE TOWER & ELEVATOR • CEDARAPIDS 10028 DRYER (NO BURNER) • 10X13 GENTEC RAP SYSTEM • HYWAY 2.0 MBTU HOT OIL HEATER • 100 TON BARBER GREENE SILO SYSTEM
• 88,000 CFM • 250HP EXHAUST FAN • INCLUDES DUCTWORK • DUST RETURN SYSTEM
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• 7’ X 43’ SHELL W/ 8’ EXPANDED ENDS • TRUNNION DRIVEN (4) 20 HP MOTORS • RAP COLLAR
• (3) 200 TON SILOS • MODEL YEAR 1993 • 48’ DECK HEIGHT • CONE LINERS INSTALLED • 80’ DRAG SLAT W/ CHROME FLOOR
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• CEI 2000G - 2.0 MBTU • 1993 MODEL • POWERFLAME COMBO BURNER • UPDATED CONTROL PANEL GENCOR/BITUMA 400 TPH DRAG SLAT
• 6’ X 30’ DRYER • GENCO ULTRAFLAME BURNER MODEL UF55 GENCO ULTRAFLAME UF55 BURNER • 35K CFM BAGHOUSE
• 150 TON SILO W/ ASPHALT ELEVATOR • 10’ X 60’ TRUCK SCALE • 3 BIN COLD FEED SYSTEM
• GENCOR/BITUMA MAIN DRAG CONVEYOR • RATED AT 400TPH • 102’ OVERALL 98’6” SHAFT TO SHAFT • 32” BOX
• 100HP MOTOR – REXNORD GEARBOX • SINGLE CHAIN - CHROME FLOOR • MODEL YEAR 1988 • HOT OIL HEAT
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In the Big Paving Issue: Granite's Airport Job Gets PWL Bonuses; Diamond B Smoothly Bumps Grades; APS Paves S.R.83 Multiple Ways at Once; H...
Published on Aug 4, 2017
In the Big Paving Issue: Granite's Airport Job Gets PWL Bonuses; Diamond B Smoothly Bumps Grades; APS Paves S.R.83 Multiple Ways at Once; H...