Asphalt Pro - October 2017

The Delivery Issue

asphaltPRO Production – Professionals – Products

Check Out Harrison’s Epic Command Center

Train New Workforce • Balance Mix Designs • I-4 Opens with Asphalt • Create Silica Compliance

October 2017 www.TheAsphaltPro.com

UNMATCHED DESIGN

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

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

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CONTENTS departments

asphaltPRO october 2017

28

Editor’s Letter

5 — Tell Someone Who Cares

Around the Globe 6

mix it up

10 — Balance Your Mix Design for Asphalt

By Fabricio Leiva

KEEP IT UP

18 — How to Store a Motor for Optimal Use Later From ALL-TEST Pro

PRODUCER PROFILE 20 — Austin Materials Sprays to Play in Texas

By Sarah Redohl

MEET THE STATE EXEC 24 — Dan Scherschligt

By Sarah Redohl

NEW TECH

60 — Train Online, Anywhere, Anytime, Rain or Shine

By Sarah Redohl

PRODUCT GALLERY

66 — New and Updated Production Equipment Focuses on Quality

By AsphaltPro Staff

OFF THE MAT

74 — Benefit from ELD Compliance

By Silvia Zicherman

Feature articles 28 — Save on Costs with Your Professional Guide to Asphalt Mix Delivery Part 7—Harrison Construction Tracks Trucks Reliably

By Sandy Lender 34 — RCI Proves Itself on the Pavement

By Sarah Redohl 38 — Sunrock’s Excellence Shines with Latest Commendation

By Sandy Lender

46 — Complex I-4 Success Uses RAP, Asphalt From Schwartz Media Strategies 48 — Understand OSHA’s New Standards for Silica Dust

By Sarah Redohl

THAT’S A GOOD IDEA

Training Directory 50 — Train All Levels of the Workforce

By Sandy Lender 54 — Training Directory Listing 64 — Take Control of the Future with Training

By Jeff Winke

82 — Save on Costs with Your Professional Guide to Asphalt Mix Delivery Part 8—Safeguard the Tailgate

By Sandy Lender

34

44 — Judith Corley-Lay Sets Goals to Advance Pavement Preservation

By Paul Fournier

HERE’S HOW IT WORKS

76 — LeeBoy’s 8520 Asphalt Paver 78 — TPF Inc.’s RAPTOR Probe

38

50

It’s more than the liquid asphalt storage.

It’s the turn-key emulsion plant.

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Turn-key binder plants. Turn-key concrete plants. CEI Enterprises.

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editor’s Letter Tell Someone Who Cares

Back in the ’80s, Bruce Willis starred opposite Cybill Shepherd in the television drama Moonlighting, which allowed him to play a snarky private detective once a week. To this day, I quote the shark-jumping episode in which the cast broke the mold and dressed as Shakespearian characters to present a rendition of The Taming of the Shrew with such excellent lines as, “You’ve mistaken me, Sir, for someone who careth.”

My point with that trip down Memory Lane is we have to find the right person to share our messages. At this point in history, your confidence level in a long-term, fully funded Highway Editor Sandy Lender Trust Fund may depend on which news source you watch or shared transportation read. For example, depending on the day, the non-trade-press funding thoughts with media can be found vilifying the concept of the current Admin- Rep. Daniel Webster istration calling for $1 trillion in infrastructure investment. (R-Fla.) during the During a phone call Aug. 29, hosted by The Associated Gener- August recess. al Contractors of America (AGC), a reporter from Bloomberg actually asked the panelists if the $1 trillion the Trump Administration wants for infrastructure will exacerbate the workforce shortage in our industry.

Look. While our industry is currently flexing its creative muscles to fill the voids left by retiring baby boomers, infusing our industry with funds—no matter the level we anticipate over the next decade—is only going to help us. I propose we put some of that money to work repairing the damage done by guidance counselors who steered America’s youth away from trades the past few decades.

Let us, as the construction industry overall, build marketing messages to be placed directly in community college course pamphlets specifying the fact that baby boomers are retiring from our industry because they can. Our industry provides such a good, longterm career choice that you can retire with a benefits package that includes a valuable pension. For high schools where shop and metal-working classes are finally being re-introduced as electives, our industry needs to shout the marketing message that we provide a long-term career choice where you perfect a craft for which employers are willing to pay top dollar.

Such marketing programs usually require an infusion of funds to get going, and that’s another place we have to speak to the people who care. When Rep. Daniel Webster (R-Fla.) was in his home district during the August recess, he held listening sessions where his constituents shared their concerns with him. I fit that category. I know his record on transportation and infrastructure policy. I went to a listening session to thank him for his past support and to let him know he’s got at least one constituent who votes according to how funding affects her job. He’s got repatriation of tax dollars and tax reform on his radar screen for the purpose of infrastructure funding, and he knows the contractors in his district are paying attention.

From pavement maintenance to new construction to workforce recruitment, funding is vital. Keep it on your representative’s radar screen, too. Make sure you’re preaching the message to someone who cares.

Stay Safe, The Delivery Issue

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

Check Out Harrison’s Epic Command Center

Sandy Lender Train New Workforce

• Balance Mix Designs • I-4 Opens with Asphalt • Create Silica Compliance

OCTOBER 2017 WWW.THEASPHALTPRO.COM

on the cover

Cost-saving delivery ideas continue with an in-depth look at the system Harrison Construction has designed with Libra Systems. See related article on page 28. Photo courtesy Melody Cook, contracts administrator for Harrison Construction.

October 2017 • Vol. 11 No.1

asphaltPRO 602 W. Morrison, Box 6a

Fayette, MO 65248 (573) 823-6297 www.theasphaltpro.com Group publisher Chris Harrison chris@ theasphaltpro.com publisher Sally Shoemaker sally@theasphaltpro.com (573) 823-6297 editor Sandy Lender sandy@theasphaltpro.com (239) 272-8613 ASSOCIATE EDITOR Sarah Redohl sarah@theasphaltpro.com (573) 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 China

A variety of sources reported during the first quarter of this year that China would impose a “consumption” tax on aromatics, light cycle oil (LCO) and bitumen blends in an effort to prevent Chinese buyers from importing LCO and then selling it as low-grade diesel. The cost increase from the consumption tax— which was estimated to be approximately Yuan 1,000 to 2,000 per tonne, or $146 to $292 per tonne—would have decreased oil product exports from China, according to Guangdong Plastics Exchange (GDPE). Reuters later reported that the planned tax resulted in buyers cancelling shipments of LCO in the month of April. By May 18, Reuters showed Chinese buyers had resumed imports. The tax had not come to pass as of the July 12 report on GDPE, with experts projecting a rise in LCO costs from fuel emission standards instead.

Pakistan

The International Code Council (ICC) signed an agreement with the Pakistan Engineering Council (PEC) to support its efforts to update the Building Code of Pakistan, granting PEC the ability to use ICC’s 2015 International Building Code, International Zoning Code and more to modernize Pakistan’s building code.

Colorado

The Colorado Asphalt Pavement Association (CAPA) has retained Burns Marketing to craft a plan to support asphalt professionals in attracting and keeping employees. The state association’s top priorities are to support positive attitudes about the asphalt and paving industry, help the community understand the benefits of a career in this industry, encourage individuals to apply for career opportunities at CAPA member companies, and reinforce that the asphalt industry provides opportunities for rewarding, long-term careers.

Florida

See you at the Southeastern Asphalt User/ Producer Group meeting at the Omni Jacksonville Hotel this Nov. 13 through 16. Visit www.seaupg.org.

Kentucky

As of Aug. 4, Singapore had exported 1.45 million MT of bitumen to China, Indonesia, Vietnam, Malaysia and Thailand. Source: Petrosil Media’s Bitumart

Rogers Group of Kentucky has used its community outreach program to participate in the Kindness Rocks cultural phenomenon.

The company posted on its website that its Crittenden County Quarry has donated rocks to local businesses, and the rocks “can be seen painted beautifully and placed in public areas” such as parks and sidewalks with short, inspirational quotes. “Additionally, a teacher at Crittenden County Middle School asked if we would partner with the school and donate a rock for every student for an activity on the first day of school.” The quarry of course said yes.

United States

Massachusetts

Singapore

You have until Nov. 1 to submit your award-winning idea to the Society for Mining, Metallurgy & Exploration Inc.’s (SME) annual Move Mining competition. The point is to shape the general public’s thinking about the industry that we all rely on. Your team needs to put together a three-minute video that expresses what your idea is about to get you through the first round of judging. Get the details at http://www.movemining.org/, but get moving to meet the deadline!

6 // october 2017

Plan ahead to join the Asphalt Pavement Alliance at Greenbuild International Conference & Expo in Boston this Nov. 8 through 10. Visit www.greenbuildexpo.com for registration info.

Minnesota

Make sure you’re at the 2017 semi-annual meeting of the Asphalt Recycling and Reclaiming Association (ARRA) this month.

The event is Oct. 16 through 19 in Minneap-

olis and will include a tour of the MnROAD Pavement Test Track. Get registration info at www.ARRA.org.

Missouri

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.

Check out free previews of lessons or get started by clicking the green “enroll” button at http://training.theasphaltpro.com/p/ asphalt-paving-101.

Ohio

The 8th Shingle Recycling Forum, the biennial event that brings together all stakeholders in the growing asphalt shingle recycling industry, happens this month. The event is Oct. 17 through 19, at the Westin Cincinnati and will include a tour of a shingle recycling facility and a hot mix plant using RAS. Get registration info at www.ShingleRecycling.org.

Tennessee

Bridgestone Americas has named Bridget Neal president of its Off-the-Road (OTR) Bridgestone Americas Tire Operations (BATO). Neal succeeds Taylor Cole, who recently was named president of Firestone Building Products LLC. As president, Neal will lead all aspects of the Bridgestone OTR tire business in North America, including strategic planning, product and technology introductions, sales and engineering.

Wisconsin

All Testing Specialists LLC (ATS), Oconomowoc, Wisconsin, has acquired Wisconsin Testing Laboratories LLC of Menomonee Falls. The acquisition allows ATS to provide expanded construction materials testing and engineering services for all of Southeastern Wisconsin, including asphalt design and testing, aggregate testing, and more. Visit www.alltestingspecialists.com.

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mix it up

Balance Your Mix Design for Asphalt I

In September 2015, the Federal Highway Administration (FHWA) Expert Task Group on Mixtures and Construction formed a Balanced Mix Design Task Force. This group defined balanced mix design (BMD) as “asphalt mix design using performance tests on appropriately conditioned specimens that address multiple modes of distress taking into consideration mix aging, traffic, climate and location within the pavement structure.” In short, BMD incorporates two or more me-

chanical tests, such as a rutting test and a cracking test, to assess how well the mix resists common forms of distress.

The Task Force identified three potential approaches to the use of BMD: volumetric design with performance verification, performance-modified volumetric mix design, and performance design. These approaches are illustrated in Figure 1 and briefly discussed as follows.

• Volumetric Design with Performance Verification. Basically, this is the straight

Figure 1. Schematic Illustrations of Three BMD Approaches 10 // october 2017

Superpave volumetric mix design approach with performance tests conducted at the end. If the mixture does not pass performance tests, the entire mix design process is repeated. This approach is currently used in Illinois, Louisiana, New Jersey, Texas and Wisconsin.

• Performance-Modified Volumetric Mix Design. This approach begins with the Superpave mix design method to establish an initial aggregate blend and asphalt content. Adjustments in the mix proportions

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mix it up are then permitted to meet the performance tests. The final design may not be required to meet all of the traditional Superpave criteria. California currently uses this approach. • Performance Design. This approach skips the volumetric mix design and starts with evaluation of mix trials (possibly multiple gradation trial blends and asphalt contents) using the performance tests. Minimum requirements may be set for asphalt binder and aggregate properties. Traditional volumetric criteria may be used as non-mandatory guides but not as design criteria. This approach is not currently used but could be a viable option.

The Need for Balance

Today, asphalt mixes are primarily designed under the Superpave system, where proportioning of the aggregates and the asphalt binder relies primarily on empirical aggregate quality characteristics and mix volumetric properties such as air voids, voids in the mineral aggregate (VMA) and voids filled with asphalt (VFA). Calculation of the volumetric properties is highly dependent on an accurate determination of the specific gravity of the mix components. However, there are well-known issues with the accuracy and variability of aggregate bulk specific gravity testing. This raises concerns about whether or not the correct amount of asphalt is selected in the mix design.

Mixes designed with too much asphalt may be susceptible to rutting, while those with too little asphalt may be prone to cracking, raveling or other durability related pavement distresses. Concerns about the accuracy of aggregate specific gravity determinations increase with the incorporation of reclaimed asphalt pavement (RAP) and recycled asphalt shingles (RAS). Moreover, the effects of the binders in these recycled materials are not captured in volumetric properties. It is still not well understood how recycled binders interact with virgin binders, which ultimately creates more doubt about how these materials affect field performance. Furthermore, the effects of warm-mix asphalt (WMA) additives, polymers, rejuvenators and fibers cannot be assessed in the current volumetric mix design method. Therefore, performance tests need

12 // october 2017

Mix Property Thermal Cracking

Reflection Cracking Bottom-Up Fatigue Cracking

Lab Test Disk-Shaped Compact Tension Test Indirect Tensile (IDT) Test Semi-Circular Bend (SCB) Test Thermal Stress Restrained Specimen Test Disk-Shaped Compact Tension Test Texas Overlay Test Direct Tension Cyclic Fatigue Test Flexural Bending Beam Fatigue Test

Test Standard ASTM D7313-13 AASHTO T 322-07 AASHTO TP 105-13 BS EN12697-4 ASTM D7313-13 TxDOT Tex-248-F NJDOT B-10 AASHTO TP 107-14 AASHTO T 321 ASTM D7460

Table 1. Commonly Used Asphalt Mix Performance Tests to be included as part of the mix design procedure to help ensure desirable pavement performance in the field.

Available Mix Performance Tests to Use with BMD

Over the past few decades, numerous performance tests have been developed by different researchers to evaluate the rutting resistance, cracking resistance and moisture susceptibility of asphalt mixes. Considering the different mechanisms in crack initiation and propagation, mix cracking tests can be further categorized into thermal cracking, reflection cracking, bottom-up fatigue cracking, and top-down fatigue cracking. Table 1 above provides a list of mix performance tests that are commonly used in asphalt research and are being considered by highway agencies for use in mix design approval. To include any mix performance test in the BMD procedure, criteria for the test result must be established based on a strong relationship to field performance.

Performance space diagrams (PSDs) may be used in BMD to simultaneously chart the results of multiple performance tests. PSDs allow the mix designer to engineer the mix to provide the desired performance and to illustrate the impact of varying mix factors on performance. An example of PSD is shown in Figure 2 on page 14.

This example shows Hamburg wheel tracking test (HWTT) versus disk-shaped compact tension test (DCT) results and criteria to identify performance and applicability zones. Other test results such as stability versus durability/cracking can be substituted with the same application.

Moving Toward BMD

A few highway agencies have started to either explore or adopt approaches to BMD. Others are evaluating how their current mixes fare with some of the performance tests.

In Texas, where the BMD concept originated, the HWTT is used to evaluate resistance to rutting and the overlay test (OT) is used to evaluate cracking resistance. Volumetric criteria are used to select the asphalt binder content. Performance tests are conducted at three asphalt contents: optimum and optimum +0.5 percent.

The Louisiana Department of Transportation and Development uses a BMD approach that also uses the volumetric mix

Training for Balance Also this past spring, NCAT engineers began offering a Balanced Mix Design Course consisting of interactive lectures, demonstrations and handson training with performance-based mix design procedures. This course is specifically designed to provide asphalt industry and agency personnel with a better understanding of the BMD concept based on results of lab tests that reflect how the mix will perform in regard to rutting resistance, resistance to cracking and long-term durability. More information is online at http://ncat.us/education/training or by calling (334) 844-6202. The next two courses occur: Nov. 7-9, 2017 Jan. 23-25, 2018

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mix it up

Figure 2. Example of Performance Space Diagram (PSD)

Therefore, performance tests need to be included as part of the mix design procedure to help ensure desirable pavement performance in the field. design process with the HWTT, but uses the semi-circular bend (SCB) test and a parameter called J-integral to assess the cracking potential of mix designs. The Illinois approach is similar but uses a simpler SCB test that yields a parameter called Flexibility Index to assess cracking resistance.

The California Department of Transportation (Caltrans) has a pavement design framework that includes performance-based specifications and the CalME (Caltrans Mechanistic Empirical Design Program) to perform mix designs. Performance testing consists of repeated shear and frequency sweep tests using the Super-

14 // october 2017

pave shear tester, flexural bending beam fatigue tests and HWTT. Rutgers University recently proposed a performance-based balanced mix design procedure for the New Jersey Department of Transportation (NJDOT). The proposed method sets the asphalt content at the midpoint between the maximum asphalt content to meet the Asphalt Pavement Analyzer (APA) test criteria and the minimum asphalt content to satisfy the OT criteria. The performance criteria for both tests were established based on the field performance of existing NJDOT projects.

Minnesota, Ohio, Utah, Maryland, Wisconsin and Florida are at various stages of research, development and implementation of BMD. Despite these efforts, there are still some gaps in the knowledge needed for future development of a detailed, comprehensive standard practice. Some of the gaps include: • The relationship of test results to pavement performance; • Sensitivity of the test to changes in key properties (e.g. air voids);

• Suitability of the tests to assess the effects of non-traditional materials; • Testing issues including precision, bias, and ruggedness; • Failure criteria for rutting and cracking tests appropriate for different regions; • Conditioning protocols for aging and moisture; • Tests for assessing workability, compactability, and segregation susceptibility; • Applicability of the tests to quality assurance and acceptance testing; • The role and use of volumetric properties; • The use of cores in the performance test; and • A lack of training materials and courses for implementation.

The most recent effort to move toward BMD is NCHRP Project 20-07/Task 406.

The objective of this research is to develop a framework that addresses alternate approaches to devise and implement balanced mix design procedures incorporating performance testing and criteria. The project began in spring 2017.

– By Fabricio Leiva

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These motors are stored with tags to show the last dates of inspections. Photo courtesy ALL-TEST Pro.

How to Store a Motor for Optimal Use Later As asphalt professionals around North America gear up for season shut down, a few items go into the shop for the winter. You order new parts for next season and those go on the shelf as well. That’s good planning. Here’s some good advice from the team at ALL-TEST Pro LLC, Old Saybrook, Connecticut, for storing motors and generators specifically.

Electrical machine storage will affect the life of the equipment.

Over time, conditions such as moisture, dirt, dust, rodents and general vibration will have a negative impact on the electrical and mechanical condition of the equipment.

When storing machines for any significant amount of time, try these steps: • Store the electric motors away from sources of significant vibration, contamination and moisture.

• Rotate the shaft of the motor at least quarterly, if not monthly.

• If the storage area ever reaches the dew point, install heaters or dehumidifiers to prevent condensation.

• Perform motor circuit analysis periodically, to ensure that winding degradation has not occurred. Some plants place a tag on each motor showing the last dates for inspections on the condition of the motor, with different colors representing the schedule for turning the shaft. For example, use green for the first month of each quarter, red for the second month and yellow for the third.

For more information, visit www.alltestpro.com.

A

– From ALL-TEST Pro

18 // october 2017

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producer profile

Austin Materials uses a spray paving system from Integral dx on a Cat AP1055F paver, which can be removed within a day.

Austin Materials Sprays to Play in Texas When Phil Foley moved from Maine to Buda, Texas, 1.5 years ago to work for Austin Materials and Industrial Asphalt and Aggregates as their VP of operations, he already knew a thing or two about spray paving. In fact, he’d even worked with a 1986 Midland spray paver, “one of the original spray pavers.”

Spray pavers combine the processes of the paver and distributor truck into one machine, spraying emulsion immediately ahead of laying and smoothing hot mix. Spray paving allows crews to perform the underseal and overlay in one action, eliminates the possibility of the public getting tack on their vehicles and offers a strong bond.

W

20 // october 2017

“I’ve noticed that spray paving has started to gain speed down here in Texas,” Foley said, “with some divisions spec’ing it in some jobs, or at least giving us the option to use it.” Now, he said, most highway jobs in the area are done with a spray paver.

According to Ryan Farrelly with Integral dx, makers of the Integral dx spray paving attachment system for Caterpillar pavers, spray paving occurs in all 50 states, “though it’s more popular in some states than others,” he adds.

“Internationally, Mexico, Germany and Scandinavia are heavy into spray paving as well.”

Austin Materials did its first spray paving job in March of 2016. Before that, its sister companies would do any spray paving jobs

for them. But, eventually, the application’s popularity in south central Texas made it necessary for Austin Materials to invest in its own solution.

“To be competitive, we needed to learn how to do it ourselves,” Foley said.

So, in December 2016, Austin Materials purchased its own spray paver. Or, rather, a Cat AP1055F paver with an Integral dx spray paving system attachment, both delivered in March of 2017.

Since then, it’s done five spray paving jobs, most recently completing a $5.7 million spray paving project for TXDOT totalling 60 lane miles: three lanes in each direction, plus both shoulders, for 6 miles.

“The scope of work on these jobs varied from performance mixes placed on some of the busiest highways to rural roads,” Foley said.

About Industrial Asphalt and Aggregates

Despite its recent growth into the spray paving market, Industrial Asphalt and Aggregates does so much more than spray paving.

The majority of Austin Materials’ work is state DOT work, but they also offer paving to the commercial market, private market and municipalities. Owned by Summit Materials out of Denver, Colorado, Austin Materials has six paving crews, one highway milling crew, one utility crew and one chip seal crew.

They also own four asphalt plants— three Astec double drums outfitted with the newest warm mix features and one ALmix plant—and two quarries. The plants are located in Florence, Mustang Ridge, Garden Ridge and Buda, Texas, and the quarries are located in Florence and Hays.

They produce between 850,000 and 925,000 tons per year, and lay about 80 percent of that with its own crews.

Industrial Asphalt and Aggregates was formed in late 2011, when two long-standing companies in the Austin area—Industrial Asphalt and RTI Materials—joined forces. Now, the company is one of Austin’s largest aggregate and asphalt producers, as well as the only aggregate producer in the Austin market.

What is Spray Paving?

Typically, Foley said, contractors will perform a chip seal / underseal and put the mix on top of that to create a barrier for moisture or a seal.

“But, south central Texas gives us the option to spray a membrane out of a spray paver and eliminate a whole other operation,” he adds. “Typically, what we do with the standard application is the chip seal is the moisture barrier and pave over it. But with spray paving, that is the actual membrane.”

The combined process allows Austin Materials to start paving 1.5 to 2 hours earlier than if you were to mill it out and then chip seal, and also eliminates driving over the tack.

TOP: A chief benefit of spray paving is that it eliminates the possibility of the public getting tack on their vehicles and offers a strong bond. BOTTOM: Spray pavers combine the processes of the paver and distributor truck into one machine, spraying emulsion immediately ahead of laying hot mix. www.THeAsphaltpro.com // 21

producer profile still good,” Foley said. “The versatility of the machine versus others in the market is what I feel makes it fit our line of business and market. Ultimately the new innovations and progress with the systems have come a long way since the original Midland machines.”

He also added that the system is very user friendly, “from the start of the shift to the cleanup of the machine at the end of the shift. The majority of the system is easily accessible to do any preventative maintenance or issues. This really helps minimize down time.”

Austin Materials’ most recent spray paving job was a typical mill and fill with a performance friction course, and every ton of hot mix was put down with a spray paver. The only challenge was that the team had to suspend work in midOctober last year and wrap up the job this summer.

Using a Cat AP1055F paver with an Integral dx spray paving system attachment requires also using a shutte buggy.

Despite TXDOT’s success with and support of the spray paving process, some people still worry that the process doesn’t give the tack enough time to cure before laying the pavement. But, both Foley an Farrelly recommend learning more about the process.

“I suggest they do more investigation on how emulsion is made,” Foley said. “A lot of people think you have to sit and watch it cure to let the water evaporate, but in tests seen by multiple DOTs from the northeastern U.S. to Texas that’s just not true.”

“Spray paving uses a higher application rate of emulsion and the heat from the hot mix breaks it,” Farrelly said. Essentially, the heat from the hot mix causes any moisture to immediately evaporate. “This higher tack rate creates an asphalt rich interlayer at the interface with the existing pavement, hence creating a better bond.”

With spray paving, Farrelly said, ambient temperature does not affect the application process any more so than any other hot mix application. “We spray in front of the screed,” he said. “The hot mix is 300+ degrees or so, so whether the ambient temperature is 40 degrees and rising or 110, the hot asphalt is what’s causing the emulsion to break.”

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“Spray paving had proved to be as good, if not better, than the original way,” Foley said.

To start on any spray paving project, the crew first mills and preps the surface, removing any debris before paving can begin.

“Instead of trucks tracking emulsion onto the roadway and into communities, spray paving has allowed us to keep a cleaner jobsite and keep that roadway going out clean,” Foley said.

Their rate of application of the emulsion depends on whether or not it’s specified for the job. If it’s a mill and fill, they’ll spray EBL at an application rate of .22 to .27. “Typically they don’t spec an EBL membrane, but we use a standard CRS or SS1 for conventional paving,” Foley said.

Choose a Spray Paving System

When it came time to purchase a spray paver for Austin Materials, Foley decided to attach the spray paving system on a conventional Cat paver.

“One of the largest benefits is the ability to remove and install the spray system itself, so if you invest in a paver and years later that paver no longer works, the spray system is

“We started late in the season last year and had to take the winter off,” Foley said. “This job was classified as a performance mix, and those have to be paved at 70 degrees and rising.”

The project took 5 months to complete, putting down 400 to 1,200 tons of hot mix each night.

Although the system is removable, Austin Materials keeps the spray system on its paver 100 percent of the time. They try to use spray paving in any application they can.

“A lot of what we do is heavy highway, so we have no need to take the spray paver off,” Foley said. “We’re always looking for new ways to use it in our business.”

They’ve spray paved five different types of mixes, from dense graded mixes to superpave mixes to all performance mixes.

They’ve also used spray paving for large parking lots, but they don’t use it on smaller jobs because the spray system requires a material transfer vehicle. Austin Materials owns four material transfer vehicles, which they utilize on all jobs—requested, required, or not.

Although Austin Materials started spray paving to stay competitive, it’s easy to see that they’re now sold on the process.

– By Sarah Redohl

meet the state exec

TOP LEFT: Dan Scherschligt was recruited to be KAPA’s executive director four years ago after retiring from the Kansas DOT. TOP RIGHT: One of Scherschligt’s classmates at South Dakota State University, Tony Marienau, is a manager at Hamm Construction, an asphalt producer and KAPA member located in Perry, Kansas. BOTTOM LEFT: Each November, KAPA hosts an annual asphalt conference at the University of Kansas. BOTTOM RIGHT: Scherschligt presents Ross Weber of APAC Kansas, Inc., with a plaque recognizing his service to KAPA.

Meet the State Exec: Dan Scherschligt The Kansas Asphalt Pavement Association, based in Topeka, Kansas, has 18 asphalt producer members, which accounts for about 95 percent of the asphalt production companies in Kansas. KAPA was formed in 1955 and, for the past four years, Dan Scherschligt has served as KAPA’s executive director.

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Scherschligt has a bachelor’s degree in civil engineering from South Dakota State University, and despite growing up in South Dakota, has spent his entire professional career in Kansas.

KAPA holds its annual member’s meeting each January, a summer meeting in Colorado in July, a fall forum in October and an annual

asphalt conference in November. The association’s Fall Forum, which is an 8-hour workshop with training from members and customers, has been growing steadily and last year had more than 100 people in attendance.

AsphaltPro spent some time getting to know Scherschligt and learning about KAPA’s story, members and successes.

» What has KAPA done to expand its membership in the past few years? We try to let the association speak for itself.

We have developed strong relationships with the DOT, counties and cities. We are also active with the consulting engineering community. We have a voice in the development of specifications. We visit and listen to our members. We believe these attributes all provide value in the membership.

We also try to be visible at the state universities, as getting young engineers interested in asphalt is vital to the future of our industry. Our annual asphalt conference is held at the University of Kansas, and KAPA is active in superpave and inspector training at Kansas State University.

their annual asphalt workshops, typically five workshops over a 2-week period in February. Each workshop is a daylong instructional seminar attended by city and county employees and member companies. KAPA, along with the DOT and member companies, also hosts an asphalt plant class every other year.

» Could you share an example of a time when your state APA hosted elected officials to educate them on the need for highway funding, asphalt materials, construction workforce development, etc.? This past legislative session, KAPA participated in a bus tour that took legislators to several locations to view highway needs. It

» About how many state agency or DOT meetings do you attend per year?

KAPA is very active with the DOT. Being a retired DOT Director, I have many relationships with the DOT, and hence am part of many meetings including specification meetings, project meetings, and construction program meetings. I probably am at the DOT at least twice a month. » On a scale of 1 to 5 (1 being none at all; 5 being very much), how much of a threat to your members’ marketshare/livelihood is the concrete industry in your state? 3. Kansas very rarely does white topping. However, 4 years ago a district elected to do a 3-inch concrete overlay on a section of interstate. It did not perform, and the agency has already performed joint repair and pop out repair.

I guess in the overall scheme of things this overlay was positive to the asphalt industry as now the DOT has another example of why not to white top! » On a scale of 1 to 5 (1 being none at all; 5 being very much), how much difficulty are your members having in finding qualified workers for their asphalt paving or production crews? 5.

It is just difficult to not only hire qualified workers who are willing to do the demanding work involved in a paving crew, and retaining workers is just as difficult.

KAPA partners with the Local Transportation Assistance Program (LTAP) in

www.THeAsphaltpro.com // 25

meet the state exec was very well received and planning is underway for more bus tours across the state next year to lay the ground work for a new transportation program.

issues such as funding and infrastructure improvements? 5. Highway programs are funded by the legislature, hence elected officials are very involved in highway funding.

sues such as funding and infrastructure improvements? 3. Some members are more involved than others, depending on their location and their mix of private/public work.

» On a scale of 1 to 5 (1 being none at all; 5 being very much), how involved are your state elected officials in transportation

» On a scale of 1 to 5 (1 being none at all; 5 being very much), how involved are your asphalt members in transportation is-

» Why did you join the asphalt industry? I was recruited by the previous KAPA Executive Director. The timing seemed right as I was retirement eligible with the DOT. The previous positions I held with the DOT including District Engineer and Director of Engineering and Design gave me the background and contacts that I thought would be an asset to being Executive Director of the asphalt association.

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» What do you see as the most important part of your job? There are many important parts to my position and it’s difficult to single out just one. The bottom line is that it is important to be a part of making the members of the association successful. This includes everything from increasing tonnage each year, partnering with our clients to enable the members to make a quality product, and displaying to taxpayers the quality of asphalt so they continue to fund transportation. » What is the most challenging part of your job, and why do you think it’s a challenge in your state, economy or industry?

Educating owners on the quality and durability of asphalt, and getting them to reflect that in Life Cycle calculations. Today’s asphalt is not the same as yesterday’s asphalt. It performs better and lasts longer. Our product is continually evolving and improving.

Superpave is a great example. Binder performance and testing is another. Warm mix is another. We are continually tweaking volumetrics. Liquid asphalt prices are at 10-yearlows. I could cite more examples, but the bottom line is that today’s asphalt performs better than yesterday’s asphalt, is less expensive, and needs to be reflected in life cycle costing. » What do you find most enjoyable about your job? I really enjoy seeing my members being successful and being part of their team.

I think it is important and I enjoy getting to know the people in the industry and establishing relationships. They are a great group and without a doubt are dedicated to quality.

This dedication to quality shows in the final product and ultimately leads to asphalt being chosen as the pavement of choice.

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The command center at Harrison Construction’s Rutledge Pike office gives dispatchers a live view of all operations. This center was updated in the summer of 2017 to include 12 work stations where employees monitor and direct the company’s 50 haul trucks and additional 50 to 100 trucks it hires daily. Photo courtesy Melody Cook of Harrison Construction.

Save on Costs with Your Professional Guide to Asphalt Mix Delivery Part 7—Harrison Construction Tracks Trucks Reliably

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 have seen 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 can 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

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to harness the potential you’ve been missing when it comes to mix delivery and haul truck fleet management.

As we near the completion of this series for you, we’ll look at one producer’s loadout and mix delivery system in particular. The team at Harrison Construction in Knoxville, Tennessee, has gone above and beyond setting up a command center to track trucking, and they’ve worked with Libra Systems Inc. of Harleysville, Pennsylvania, to make it happen. Todd Quigg, the president of Harrison Construction, worked directly with Ken Cardy, president at Libra.

To implement the technology, Quigg and team built a state of the art command center for dispatch and fleet management. The operations center houses 12 people, six for ready-mix concrete logistics, four for asphalt and aggregates delivery, and two to dispatch mechanics. Photo courtesy Melody Cook of Harrison Construction. www.THeAsphaltpro.com // 29

Cardy explained that truck tracking solutions have heretofore been ported from the ready-mix industry, and those lack key functionality necessary for asphalt. Realizing there was an unfulfilled industry need, members of Harrison Construction approached the team at Libra to jointly develop a live truck tracking module that addressed the specific requirements of asphalt and aggregate suppliers.

“We previously partnered with another Oldcastle company to develop the first-ever dispatch scheduling solution for the industry,” Cardy said. “It was a logical next step to partner with Todd and his group to extend the scheduling software with the first industry-specific live truck tracking module.”

What they developed is officially named the Dispatch Scheduling & Live Truck Tracking Module, also known as a Transportation Management System (TMS) from Libra Systems. It does what it sounds like—it tracks the haul trucks in real-time.

“The Libra software allows for centralized order-taking, assignment of jobs to production facilities, and scheduling of trucks across all sites,” Cardy explained. “Live truck tracking provides an easily-grasped visual indication of truck status, allowing the dispatchers to efficiently manage trucks and optimize hauling. For Harrison Construction, the result has been a highly profitable reduction in overall trucking costs. With truck costs of $150,000 to $180,000 per year, saving one to two trucks a day really adds up and makes a very attractive ROI. Further, customers are more satisfied and outside truckers remain loyal to Harrison because they have confidence that Harrison will optimize their time and revenue.”

Quigg explained how those savings come into play, and how that benefits Harrison’s customers in the area: “Implementing the TMS forced us to embrace telematics on both our internal trucks, as well as hired haulers. These tools give us feedback on driver behavior as well as when waste is occurring during the delivery cycle.”

Quigg shared that customers appreciate the feedback his company can offer when employees in the command center notice potentially wasteful practices. For example, if haul truck B is sitting at a certain location along the route to a paving work zone, idling for an extended period of time, the TMS shows this in real time. A Harrison employee is able to locate the vehicle through the TMS tracking. If something is wrong with the truck, the telematics systems will alert the owner; if the problem is a driver who has gotten lost, only an alert dispatcher in the command center will be able to solve the problem.

To implement the technology, Quigg and team built a state of the art command center for dispatch and fleet management. The operations center houses 12 people, six for ready-mix concrete logistics, four for asphalt and aggregates delivery, and two to dispatch mechanics. The room is roughly 30 x 30 and has 12 workstations. The knowledge wall has four screens dedicated to ready-mix and four dedicated to asphalt and aggregates. Employees can see a live video stream from cameras mounted on the pavers. The overall remodel took about 4 months to complete once details were finalized.

Because Harrison Construction is part of a larger paving family, Quigg needed to take the TMS concept to Oldcastle management before implementing it. He described it as a “culture change” that he was asking the overall team to make.

“Many change-management projects require our workforce to challenge old beliefs, such as ‘we’ve always done it this way,’ and then focus on process improvement,” Quigg shared. “Previously, we had very little visibility to the delivery cycle and could not

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make real time changes to truck demand. Now we have more visibility than we ever had, and are working to deliver material in the most efficient manner possible.”

“We approached the development and implementation as a possible cost reduction as we drove efficiency in our operations,” Quigg continued. “We are continuing to work to develop tools to track improvement and increase the time a haul unit is productive.”

John Ritenour is the dispatch man- Todd Quigg is the ager for Harrison Construction, and he President of Harrison shared what initially seemed complex Construction about the system. “The live dispatch summary, when we were discussing implementation, seemed very overwhelming and very labor intensive to enter all the data that used to be on one sheet of paper. Now, we live with it every day and it shows where we are effective and where we need to focus our efforts. We get instantaneous feedback on how the delivery cycle is operating and it allows us to tailor each delivery cycle to the needs of the crew or plant.”

The savings and the introduction of additional efficiency were top selling points for the team to embrace the system.

“This tool can allow the back office to take management of trucks off the paving crew foreman, plant operator and trucking foreman, and put it into an office setting where communication and visibility allow for real-time decision-making,” Quigg said. “If your field personnel will support the change, it can make their lives better and grow the bottom line of your company.”

So far, using the truck management system has already realized the savings of one truck per day for Harrison operations. That came about for their team through precise trucking fleet management.

When the dispatcher knows exactly how many tons are on the job, he has the ability to check in with the foreman on site and communicate about actual yield. He then knows when it’s acceptable to remove a truck from rotation before loading it with perishable material and sending it to a work zone that doesn’t need it. Dispatchers can work with the job superintendents prior to job startup to assess an accurate number of trucks needed for a project.

“I believe that adoption of this tool and process change will save at least one truck per day [for an operation],” Quigg said. “As you do the math for that savings, over the course of a year, the return on investment for the tools is met within the first year.”

Libra’s Ken Cardy listed the main benefits the Harrison Construction team realizes with this system: • Libra is the only company to offer a dispatch solution that is purpose-built for the asphalt industry.

• Coupled with a telematics solution, Libra TMS allows for active management of supply chain in real time, taking the team from passive to active management.

• TMS gives the operations team a live look at where the trucks are in regard to the estimated delivery cycle.

• TMS has the potential to save money by eliminating inefficient practices such as over-trucking.

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RCI Proves Itself on the Pavement

By Sarah Redohl

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We all know that when roadways age they tend to crack. What we may not know, though, is exactly how to apply a solution to that problem that’ll last for more than a year or two.

“If you place a new lift of asphalt pavement on top of concrete or asphalt that is already cracked, what happens is that the reflective crack comes up through the asphalt you just paved very rapidly,” said John Cheever, QC Manager for Aggregate Industries in Colorado.

In this situation, he adds, you typically see one inch of cracking per year. For example, if you put 2 or 3 inches of asphalt on top of cracked concrete, you’re going to see cracks in two or three years.

Sometimes it can be faster than that, but that’s a general rule of thumb, Cheever said.

Despite those realities, there are options. One option is rubbilization, where you shatter the concrete roadway so the distress is

34 // october 2017

spread out and then pave with asphalt over the top of it. However, this process can be very expensive.

Another option is to use a reflective crack interlayer mix, also known as an RCI mix. RCI can be used to rehab and protect distressed Portland cement concrete and asphalt concrete pavements using a highly elastic impermeable hot mix interlayer and a polymer modified hot-mix overlay.

Typically, asphalt pavements have around 5 percent asphalt cement binder in the mixture. RCI mixes in Colorado, though, have around 9 percent asphalt cement. RCI mixes are also very sandy and fine and don’t contain any course aggregate. They’re also only placed one inch thick, unlike other mixes.

The extra polymer in the asphalt binder of an RCI mix can significantly delay cracking, Cheever said. “Then, when the crack does re-

The paving process for RCI projects is quite similar to any other job.

However, the higher asphalt binder content of the hot mix does make it a bit stickier and more difficult to work by hand.

When RCI Works Best

Cheever has worked for Aggregate Industries—a LafargeHolcim company—for about 25 years and has completed four of the six RCI projects in Colorado over the past decade or so. Aggregate Industries has six asphalt plants in Colorado and four paving crews in the Colorado Front Range area.

On Cheever’s very first RCI project, the crew paved a control section where they didn’t use RCI and that portion cracked in less than a year. The latest RCI project in Colorado was two lanes wide and four miles long, for a total of eight lane miles and took about one week to complete.

To meet these requirements, Aggregate Industries uses Road Sciences’ 70-28 binder. Road Science also tests the binder for the mix design and every 5000 tons.

ABOVE: CDOT uses RCI for moderate longitudinal, transverse and reflective cracking. flect through the top lift of asphalt, it’s offset such that if water gets into the new crack it doesn’t make it through the interlayer and into the subgrade.”

“It’s a combination of the dynamic loading and the properties of that material,” said Gary DeWitt, Region 4 Materials Engineer for the Colorado Department of Transportation. “When the crack occurs in the future--we’ve seen them about six years after placement--it’s offset by 6 inches to a foot.”

DeWitt adds that on sections where CDOT applied RCI, the cracks that have come through are narrower and less likely to spall. “From what we can see, RCI maintains the road’s structure longer than nonRCI, so it’s performing well.”

“Two years prior, Aggregate Industries applied RCI on the roadway section just south of the one it most recently completed on US 85 between Brighton and Greeley,” Cheever said.

For the most recent project, Aggregate Industries milled off and recycled the old asphalt before laying one inch of the RCI. The Colorado DOT requires that the RCI be compacted to a minimum of at least 94 percent of the Maximum Theoretical Specific Gravity. This requires that three large rollers be used in a tight rolling pattern so compaction is obtained very rapidly, before the one-inchthick mat cools. Then, the RCI is covered with 3 inches of a half-inch nominal mix design.

“That’s a perpetual pavement approach where, in the future as that top lift wears, you can come in and remove and replace the top lift but leave the RCI layer alone.” Cheever said.

Despite the benefits of RCI, it’s still a relatively new solution, primarily because it needs to be used to correct the right set of parameters.

www.THeAsphaltpro.com // 35

Cheever said one of the most significant differences when performing an RCI is to keep the rollers right behind the paver to compact the thin layer of mix before it cools. He estimates the rollers should stay within 150 feet of the paver.

“RCI is still in its infancy, but we like to use it in certain applications, where there’s a distressed road with existing cracking,” DeWitt said. CDOT completed its first RCI project about 10 years ago.

“We had a concrete road with an HMA overlay and widened HMA section that was about 60 years old,” DeWitt said, “with a longitudinal crack over the HMA/concrete interface that we wanted to stop from propagating to the upper layers. That’s what first got us interested in RCI.” After 10 years, that crack still hasn’t propagated through, DeWitt said. CDOT uses the application for longitudinal, transverse and reflective cracking.

“RCI is a good tool to have in your toolbox,” Cheever said.

RCI, Done Right Placing an RCI mixture isn’t very different from any other paving practice--it’s mixed, transported, placed and compacted using standard equipment. However, here are some best practices to follow.

It’s recommended that any areas with high-severity punch-outs, blow-ups, and severe distress, as listed in the Distress Identification Manual for the Long-Term Pavement Performance Project, should be repaired by a doweled, full-depth patch. Any surface deformities 3 inches or deeper or 4 feet or wider should be filled with hot mix prior

36 // october 2017

to the RCI, but small deformities like pop-outs and spalls can be filled with the bituminous interlayer mixture while its placed.

If its determined that joints or cracks should be sealed prior to performing the RCI, ASTM non-expansive crackfiller joint material should be used, as they are less vulnerable to the heat of hot-mix applied on top of them. It’s important to note that soft crack fillers can cause temporary swelling in the strata interlayer. If this happens, the affected areas should be re-rolled within one hour of initial paving.

In the future, a non-expansive crack filler should be used instead and overbanding should be removed.

Aggregate Industries has six asphalt plants in Colorado. It also has four paving crews in the Fort Collins/Castlerock area.

Prior to the RCI, the surface should be level so the interlayer can be paved uniformly one inch thick. And, you should always tack prior to placing the RCI mix.

RCI mixtures should be laid between 280 and 340 degrees, depending on what binder was used. Cheever suggests keeping the three rollers right behind the paver to compact the thin layer of mix before it cools. He estimates the rollers should stay within 150 feet of the paver.

TOP: Due to the higher percentage of asphalt binder, RCI mixes are often more expensive than other mixes. However, according to Cheever and DeWitt, the process offsets and delays cracking by about 6 inches and 6 years. BOTTOM: Aggregate Industries’ most recent RCI job included a one-inch RCI covered with 3 inches of a half nominal mix design.

It’s also extremely important to use release agents when working with RCI mixes--at the plant, on the paver, in the haul truck, and on your tools.

“We put a fabric softener like Downy in the water of our rollers so the binder doesn’t stick to the drums,” Cheever said. “We also place Downy in the water of our high speed core rig that is used to take cores to measure the compaction of the roadway.

Care has to be taken that the one inch thick cores are not deformed or the compaction results can be affected.” One or two cups per tank of water should work well to prevent sticking.

Cheever also recommends using a Material Transfer Vehicle. “We had smoothness specs on the job, so once we started paving, we didn’t want to stop,” Cheever said.

DeWitt adds that, with the extra binder, the material might also be more difficult to work by hand. It’s very important to follow temperature guidelines to avoid this issue.

Despite a few special considerations, Cheever and DeWitt are sold on RCI--given the right project parameters. “Like always, project selection is critical,” DeWitt said. “If it’s too severe, there are other applications out there. But, if it’s in the moderate range, RCI might be the best answer.”

www.THeAsphaltpro.com // 37

38 // october 2017

Sunrock’s Excellence Shines with Latest Commendation

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By Sandy Lender

Since 2003, Carolina Sunrock LLC, a family-owned construction and materials supplier and highway contractor, with headquarters in Raleigh, North Carolina, has been accumulating Diamond Achievement Commendations for Excellence in Asphalt Plant/Site Operations from the National Asphalt Pavement Association (NAPA). Carolina Sunrock, a subsidiary of Sunrock Group Holdings, received its most recent commendation for its Butner facility, specifically.

“Earning the Diamond Achievement Commendation enhances both the image of your individual facility and the image of the asphalt pavement industry,” 2017 NAPA Chairman Dan Gallagher said. “It clearly demonstrates a corporate commitment to excellence with a community focus.”

Shine on Environmental Excellence

Sunrock shares its corporate philosophy with a statement on sustainable development practices on its website. “Sunrock’s Sustainable Development focuses on environmental stewardship, green manufacturing and construction, and the recycling and conservation of aggregate.

With these sustainable development strategies, Sunrock concentrates on responsible use and protection of our natural resources and integrates cost effective sustainable practices, such as recycling, waste reduction, and water conservation, into our business.”

Manny Tejano, the director of information technology for Carolina Sunrock, shared how that commitment applies to the whole company: “Sunrock’s brand got its start in the rock quarry business and from that carried stringent MSHA standards for safety to our asphalt, concrete and contracting divisions. We have a manager of environmental compliance, as well as the leadership on site, of our sites who helps make sure we work safely and efficiently.”

As mentioned in its sustainable development statement, Carolina Sunrock has incorporated recycling into its operations. One way the company has made a commitment to recycling is through equipment upgrades.

Carolina Sunrock operates seven asphalt plants and Tim Kopec is the manager of asphalt operations. “We had mostly batch plants five or six years ago,” Kopec said. He explained that the company replaced two of those with counter flow mix plants. To increase capabilities at a third location, management added an Astec plant rated to produce mixes with up to 40 percent RAP. “We can increase our RAP use with our continuous drums now,” Kopec said.

Kopec also shared that the Butner facility’s commendation came about from planning for it from the start. “Getting this award starts in the process of planning and building a new plant that will meet the standards for the commendation,” Kopec said.

The Butner location includes a newly rebuilt ALmix plant rated for 250 tons per hour. With help setting up the plant from the ALmix service tech, John Price, who works out of Bradenton, Florida, Kopec said they’ve maximized the allowed RAP percentage there.

“NCDOT gives us our levels,” he explained. “We don’t fractionate our RAP, but we crush at the plant so there’s no oversize going into the mix.”

Steve O’Neal, the regional sales manager for the Southeast for ALmix, shared his high opinion of the company. “The most impressive aspect of Sunrock’s development program is to make sure all of their plants comply with all city, county, state and Federal environmental regulations to insure the least amount of negative comment from the neighborhoods…where their plants are located. It is definitely part of their corporate culture.”

Another aspect of Sunrock’s corporate culture is encouraging new talent to join the industry, and that’s happening alongside their commitment to the community.

Shine on Commitment to Community

One of the elements to share with the judging panel when submitting an application for the Diamond Achievement Commendation is a company’s good neighbor practices. For Sunrock, that includes keeping the roads outside of their properties plowed in the winter and swept in the summers. It includes community involvement such as donating materials to the local high school. And it includes hiring from the communities where the facilities are located, not just to support local economy, but to encourage industry growth.

“Last year, we’re fortunate to have Ronnie Goswick join our team,” Tejano said. “He’s worked in the past as the Franklin County Economic Development Director and he’s currently connecting with local schools to talk about the future opportunities in our line of business, and they’re even asking for help to construct their curriculums to help prepare young students for job placement.”

Kopec said the students in the high schools and community colleges haven’t been informed about the possibilities for a rewarding career in the road-building industry. “Most students don’t realize the opportunities available outside of 4-year college degree paths,” Kopec said. “It’s got to come from the teachers, guidance counselors, the trade programs, and training starting from high schools. We don’t have a choice as an industry but to go and educate them. We started high school and college outreach partnerships, and it’s been received very well.”

Another way Sunrock is recruiting in its local market is through job fairs. Tejano explained that the company has hosted two job fairs

www.THeAsphaltpro.com // 39

exclusive to Sunrock where every division of the company was represented. The job fairs yielded over 100 prospective employees who came to learn about opportunities at the company. “We can hire for office positions as well,” he said.

Kopec said the people attending the fairs were surprised by the number of job types available at the company, and that’s a message they are now getting out in the community. They’re doing that through advertising on the radio, television and social media, as well as in their local newspaper. Numerous new employees are the result of these efforts.

“We’re focusing on three areas,” Tejano said. Those areas are brand awareness to the communities we serve in, employee engagement, and building a pipeline to future employees.

Carolina Sunrock has been in the construction material business for nearly seven decades and continues to grow in its use of sustainable and neighbor-friendly practices. As the recognition for its commitment to quality, community and environment keeps rolling in, this employer is working toward populating the industry with an educated and excited workforce. The team is working toward a quality product overall.

“We are honored to receive this award from NAPA,” Carolina Sunrock Chairman Bryan Pfohl said. “Our team works extremely hard to exceed the expectations of our customers, be a good neighbor to our community, and ensure our products, equipment and projects are of the highest quality.”

Is Your Site Commendation-Worthy?

Tim Kopec, manager of asphalt operations for Carolina Sunrock, listed some of the traits plants have in common to garner the Diamond Achievement Commendation for Excellence in Asphalt Plant/Site Operations from the National Asphalt Pavement Association (NAPA). Among the aspects that make a plant worthy of the commendation, he mentioned paving the areas around the plant and then keeping those areas swept clean. For unpaved areas, he recommended watering them to keep dust down. “We keep a sweeper at each location and a water truck at each location.”

Steve O’Neal of ALmix shared, “These people put extra emphasis on plant locations with paved access, new paint where necessary, and landscaping to make sure they are good neighbors.”

TOP: Tim Kopec (at left) and Manny Tejano (at right) visit the ALmix drum plant at the Butner facility. Middle: Sunrock’s Bryan Pfohl said the team works hard to exceed customer expectations. BOTTOM: Michael Heitzman shows the most recent NAPA Diamond Achievement Commendation for the Carolina Sunrock family.

40 // october 2017

The Carolina Sunrock family has removed two of its batch plants in the past five years to make way for continuous mix plants that allow more use of recycled asphalt pavement. All of their drum plants now have a Diamond Achievement Commendation from NAPA.

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Judith Corley-Lay Sets Goals to Advance Pavement Preservation

J

By Paul Fournier

Judith Corley-Lay, Ph.D. in civil engineering, brings 40 years of experience and professional registration to her new role as the head of the National Center for Pavement Preservation (NCPP). After serving 25 of those years with the Pavement Management Unit of the North Carolina Department of Transportation (DOT), Corley-Lay was looking forward to spending her retirement in pursuit of home remodeling and other projects with her husband, John Lay. She had achieved her lifelong career goals and was ready to kick back and relax. Then she learned that Larry Galehouse, director of the NCPP was retiring.

“I thought about how successful he has been in advancing pavement preservation, working with stakeholders in industry, government and academia—he even helped establish NCPP more than a decade ago,” she said. “I felt it’s important that the advancements he achieved continue to be supported.

And since I have extensive experience and a real passion for pavement preservation, I believe I could help make that happen. So I applied for the position.”

Corley-Lay was selected to succeed Galehouse as the organization’s new director. She said he is a “hard act to follow,” but is confi-

44 // october 2017

Dr. Judith “Judy” Corley-Lay is the new director of the National Center for Pavement Preservation

Dr. Judith “Judy” Corley-Lay is the new director of the National Center for Pavement Preservation dent she can meet the challenge of shepherding NCPP. Michigan State University (MSU) and the Foundation for Pavement Preservation (now called FP2), established NCPP in 2003. It is housed within the Department of Civil and Environmental Engineering at MSU. It provides education research and outreach in cooperation with public and private agencies and organizations to advance pavement preservation. This includes preventive maintenance, which extends the life of pavements with such techniques as crack filling and sealing, thin overlays, and chip sealing, among others.

The late Jim Sorenson, senior construction and preservation engineer for the Federal Highway Administration’s (FHWA) Office of Asset Management, was an early champion for pavement preservation. As a representative for FHWA, he partnered with state DOTs and worked closely with private organizations such as the American Association of State Highway and Transportation Officials (AASHTO) to promote pavement preservation.

The close working relationships between government and private organizations

continues today. For example, AASHTO developed a state-funded Transportation Systems Preservation Technical Services Program (TSP2) with FHWA financial support to foster cooperation among private industry, academia and government agencies. The management of this program on the AASHTO website has been contracted to NCPP NCPP also helped establish regional Pavement Preservation Partnerships that link pavement professionals from public agencies with private industry, providing forums for sharing information on the latest developments in this field. Currently, there are four regional partnerships: the Midwestern, the Northeast, the Southeastern and the Rocky Mountain West Pavement Preservation Partnerships. In addition, NCPP maintains a national reference library offering the latest literature and reference materials on current practices, active studies and research on pavement preservation practices.

Setting Goals

As director, Corley-Lay oversees NCPP’s daily activities and makes periodic reports

to the group’s advisory board and the chair of MSU’s Department of Civil and Environmental Engineering. For the future, she has set a number of goals she’d like to achieve in her new role—one of them is to attend every Partnership meeting.

“I recently attended my first Northeast Pavement Preservation Partnership meeting, which was held in Portland, Maine,” she said. “These meetings provide a great opportunity for all stakeholders of pavement preservation to get together and discuss common problems and issues. We don’t talk about specific products or equipment, but discuss general topics and issues.”

She would also like to collect updated specifications from state DOTs on their preventive maintenance treatments.

“With updated state specs, we can determine common areas and help Partnerships develop their own regional specs. This simplifies the work of the agencies, contractors and other stakeholders in that region.

It also eases compliance efforts of the agencies and reduces risk for contractors and materials suppliers when they’re all working from common regional specs.

“In this regard, we could also help the Partnerships develop common regional checklists for the application of various preventive maintenance treatments.”

She also wants to expand NCPP’s local outreach to transportation agencies for cities, towns and counties.

“Local representation differs widely among the partnerships,” she said. “For example, the Southeastern Partnership has good local representation at their meetings, but the Northeast doesn’t—at the last Northeast meeting, there wasn’t a single municipal or county representative.”

Another issue she wants to address is the aging population of pavement practitioners.

“Turnover is large, and we’re losing many of the people in this field due to attrition. To counter this, we could set up an outreach

program to attract young people to careers in pavement preservation.”

Improving career training for pavement preservation practitioners is also on the agenda.

“NCPP could establish a program to provide training for people when they need it.

The program would take into account the differences in training needs for various stages of an individual’s career development. Initial training in chip seal placement for a contractor’s laborer, for instance, may differ from what is needed if that person advances later in life to managing a pavement preservation system for a community.”

NCPP’s new director admits her list of goals is ambitious, but she is confident they’re achievable. “I believe the key to success in this job is to develop good working relationships— with my own staff, state agencies, materials producers, contractors and others. I’m a collaborative person. I feel that the more people on the team, the better the results.”

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

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Complex I-4 Success Uses RAP, Asphalt

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SGL Constructors has opened the Grand National Drive segment of the I-4 Ultimate Improvement Project, marking the first major milestone since the roadway’s redevelopment began. The construction team delivered the segment on time to the Florida Department of Transportation (FDOT) during a ribbon-cutting ceremony held the week of Aug. 14 in Orlando.

The I-4 Ultimate, a $2.3 billion public-private partnership that involves the reconstruction of 21 miles of Interstate 4 (I-4) in Central Florida, started construction in 2015. It is considered one of the most complex and extensive infrastructure projects underway in the United States today. Using 20 to 40 percent recycled asphalt pavement (RAP) in the mixes, the Orlando Paving Company’s Hubbard Plants 2 & 5 delivered 200,000 tons of asphalt mix for the SGL Constructors paving crew to place, so far.

The completion of Grand National Drive—a major milestone in the six-year project—includes a new overpass crossing I-4 that will connect the tourist, shopping and attractions district along International Drive with the theme park Universal Studios and the adjacent lodging area. Delivering the Grand National Drive segment of the project also involved making improvements to surrounding roadways, adding drainage features and new landscaping including planting nearly 450 trees and 700 shrubs.

For local businesses, hotels and attractions, this is a bridge to opportunity and a gateway to commerce. For tourists and conventioneers, it provides greater access to entertainment and leisure activities, including much-needed pedestrian and bicycle access across the Interstate with the addition of new crosswalks and sidewalks.

“The I-4 Ultimate project aims to create a signature corridor that connects communities, improves economies and enhances livability and tourism throughout the Central Florida region. The delivery of Grand National Drive exemplifies what we are working to achieve on this project,” said Brook Brookshire, project director of SGL Constructors, the construction joint venture of which Skanska is the leading partner. “The completion of the overpass allows both vehicles and pedestrian traffic to flow over an entirely new bridge, connecting two vital sides of the Interstate that were once divided.”

During the construction process, SGL made significant efforts to maintain vital motorist and pedestrian mobility around Universal Studios, the International Drive tourist attractions, Orlando International Premium Outlets and Fun Spot America. This was of critical importance given that these are all primary destinations for the region’s growing tourism base.

46 // october 2017

From Schwartz Media Strategies

Orlando Paving Company provided the 200,000 tons of asphalt placed on the I-4 project so far. FDOT allowed 20 to 40 percent RAP in the mixes.

The completion of the Grand National Drive overpass is a significant achievement for FDOT, the City of Orlando, Orange County, and area businesses.

“Given Grand National Drive overpass’s strategic location in a high-traffic area, we expect it will be heavily used not only by personal and transit vehicles, but also by pedestrians,” said Loreen Bobo, P.E., FDOT District 5’s I-4 Ultimate construction program manager.

“One of I-4 Ultimate’s objectives is to improve mobility within Central Florida. The opening of the new overpass is delivering on this promise and it’s an indication of the roadway improvements to come as the project advances.”

The I-4 Ultimate project is a public-private partnership (P3) between FDOT and I-4 Mobility Partners (I-4MP). The members of the I-4MP team include: • Skanska Infrastructure Development (Equity Member) • John Laing Investments Limited (Equity Member) • SGL Constructors (SGL)—Construction Joint Venture—Skanska (Lead Joint Venture Partner) Granite Construction Company and the Lane Construction Corporation • HDR and Jacobs Engineering Group, Inc. (Design Joint Venture) • Infrastructure Corporation of America (Lead Operations and Maintenance Firm) The scope of the I-4 Ultimate project includes rebuilding the interstate from west of Kirkman Road in Orange County, through downtown Orlando to east of State Road 434 in Seminole County, adding two new dynamic tolled Express Lanes in each direction, replacing more than 140 bridges, and reconfiguring 15 major interchanges. To learn more about I-4 Ultimate, please visit http://i4ultimate.com.

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Understand OSHA’s New Standards for Silica Dust

By Sarah Redohl

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When we cut, grind or drill into concrete and asphalt out on the job site, there’s a risk of exposure to respirable crystalline silica, also known as silica dust.

The Occupational Safety and Health Administration estimates that 2 million construction workers in the United States have been exposed to this material, and in March of 2016, it released new standards for managing exposure to silica dust.

The new standards took effect in June of last year, but a memorandum delayed the standards’ enforcement in the construction industry until Sept. 23, 2017. Now is the time to start implementing a plan to make sure your safety procedure makes the grade.

The new standards reduce the permissible exposure limit, or PEL, of respirable crystalline silica to 50 micrograms per cubic meter of air, averaged over an 8-hour shift. The previous limits had been 250 micrograms per cubic meter of air, averaged over an 8-hour shift, for the construction industry.

The new standards require employers to write an exposure control plan, restrict housekeeping practices that expose workers to silica, offer medical exams every three years for employees wearing respirators more than 30 days in a year, train workers on silica exposures and best practices, and keep records of worker exposures and medical exams.

The new rule is expected to save more than 600 lives and prevent 900 new cases of silicosis each year. Here’s how you can play your part: Take the First Step For a list of common hazardous tasks in the construction industry, along with proper dust control methods, view Table 1 in OSHA’s new standards at bit.ly/OSHAtable1.

The table also gives employers information to limit worker exposure and provides suggestions of effective dust control measures based on worker time and task exposure, approved water control and ventilation methods, when a respirator is required and what the Minimum Assigned Protection Factor for that respirator should be.

Employers who follow Table 1 correctly will not be required to measure PEL, nor will they be subject to PEL requirements.

Train Workers on Silica Hazards and Best Practices According to Wesley Wheeler’s silica webinar with the National Electrical Contractor’s Association, silica dust can cause silicosis, tuberculosis, lung cancer and renal disease, and chronic obstructive pulmonary disease, and can aid in the degeneration of lung functions. So, it’s important that employees understand the risks and best practices to limit their exposure on and off the job site.

Restrict Exposure to Silica Control measures include ventilation, vacuuming, wet cutting and more. When reviewing options to mitigate silica exposure, employers should also consider situational factors, such as weather, wind,

48 // october 2017

humidity and indoor/outdoor use. For example, wet cutting may not be possible indoors or near electrical equipment.

Methods to restrict bystander access to any area where a respirator is required due to the excessive silica PEL include marking the area clearly, notifying employees during daily toolbox talks, and scheduling work in that area during times other workers are expected to be elsewhere. This, too, should be included in your written program.

It’s also important to note that respirators should not be worn by employees with beards. “To wear a respirator and comply with the provisions and protections, [the employee] must be clean shaven or wear a full face respiratory,” Wheeler said.

The U.S. Department of Labor first recognized the hazards of respirable crystalline silica in the 1930s, after the deaths of many workers during the construction of Hawk’s Nest Dam. Medical Examinations and Record Keeping Employees wearing a respirator for more than 30 days in a year will be required to undergo an initial medical exam and a periodic exam every three years, including a physical exam, chest X-ray, a pulmonary function test, Tb skin test and PLHCP test. Employers should monitor their exposure throughout the year and keep medical records on these employees.

However, this could be difficult based on the transient nature of many employees. Wheeler recommends asking at entrance interviews how many days that worker has worn a respirator so you’ll know how many days to monitor before they would be required to undergo medical surveillance.

According to Wheeler, OSHA requires employers to maintain medical records for each employee for 30 years, unless the employee is a temporary worker or they work for that employer for less than one year. In that case, the employer should provide the employee with his or her medical records at the time of termination or separation.

Write an Exposure Control Plan The written program should include a description of tasks that might involve exposure to silica dust, an outline of engineering controls to be used, work practices and respiratory protection for workers, methods to restrict access to hazardous work areas, plans for medical surveillance and managing medical and work history and a list of housekeeping measures to limit employee exposure to silica dust.

It must also designate a “competent person” to implement this plan, which OSHA defines as someone who is capable of identifying existing and foreseeable respirable crystalline silica hazards in the workplace, has the authorization to take corrective measures, is willing to accept the role, and is designated and authorized by the company.

This plan should also be reviewed annually.

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Train All Levels of the Workforce

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By Sandy Lender

For this year’s training directory, we must address the elephant in the The equipment operators you already have in your employ need room. Asphalt companies, just like construction companies overall, a new round of training, as well. Let’s look at a concept you may alare losing long-time, skilled employees to retirement. These workready be working toward and which we broached in the September ers have put in decades of exemplary service, helping the asphalt inissue’s maintenance department: the proxy mechanic. dustry create masterpieces across North America. They have comDuring the CONEXPO-CON/AGG tradeshow in March, Presbined skill sets that company owners and project supervisors wish ton Ingalls, the president and CEO of TBR Strategies, took the could be bottled and poured into new hires on Day One. By training stage as part of the CASE Construction Equipment “What’s Now” both existing workers and potential workforce members, our indusSpeaker Series. He shared ideas for developing a proxy mechanic try increases the knowledge base that will deliver consistent, quality program to leverage the employees you already have on staff. Let’s pavements into the future. first review the information he shared concerning worker shortConsider this: The Asphalt Pavement Alliance (APA) has put in falls—as it relates to trucking and construction technicians— place a system to identify and “reward” long-lasting asphalt paveover the next five years. ments, which the retiring workforce was instrumental in building.

“There’s less emphasis on pursuing a blue collar or trades job,” According to the APA Perpetual Pavement Awards website page, Ingalls said. “So with the shortfall of programs to attract people, “Long-life asphalt Perpetual Pavements are built in optimized layor even prepare or train them, and not a lot of interest from [their] ers designed to distribute the strains and stress of tires and traffics families to pursue that, we’ve got a reduced pipeline on the front throughout the pavement structure. This helps confine pavement end. That has a significant impact that’s only going to get worse. distresses to the easily-replaced surface while the deeper structure “According to the Bureau of Labor Statistics, the construction remains sound and in place indefinitely.” and trucking industry will need to recruit 67,000 new technicians To build a system that fits the definition of a Perpetual Pavement, by 2022 just to meet the demand and replace retiring baby boomthe team involved requires engineers, lab techs, mix designers, agers….This number does not include the 75,000 new diesel engine gregates managers, plant operators, loader operators, haul truck specialists that the Bureau anticipates will be needed by then just drivers, paver operators, lute men, roller operators, quality control/ for growth reasons.” quality assurance (QC/QA) techs, equipment mechanics and adWhat Ingalls showed was the vocation programs we still have in ditional personnel who have a solid underthe United States graduate a little more than standing of their roles and how to wield their 10,000 aspiring technicians each year, which skills at the right stage during the build. is far short of the anticipated need.

These workers have put “Since 2001, the APA’s Perpetual Pavement While equipment manufacturers have in decades of exemplary Award program has recognized 118 long-life been designing machines that require less pavements in 30 U.S. states and one Canadiroutine maintenance, and creating technoservice, helping the an province,” the asphaltroads.org site spells logically advanced vehicles and systems that asphalt industry create out. “These roads were all at least 35 years old let operators and fleet managers know when masterpieces across when honored, and had never experienced a they require attention, contractors have North America. structural failure. To qualify, a road could not ways to take advantage of “smart” machines. have had more than 4 inches of new material Train the equipment operators to care for added over the previous 35 years, and it could the machines. Ingalls referred to this as usnot have been resurfaced more frequently than once every 13 years. ing a proxy tech. He defined a proxy tech as the equipment operator The winning pavements range in age from 35 to 99 years, and the avwho also has responsibilities for performing certain maintenance erage age was 44.7 years at the time the award was won.”* or repair tasks.

Do you have a paver operator who served on one of the projects For many contractors, that’s been standard operating procedure. built 44.7 years ago? Perhaps your veteran lab tech worked on an For example, the roller operator performs a pre-shift cleaning and award-winning pavement of a mere 35 years of age, but I’m betting inspection of the asphalt compactor, greasing the grease points and even those operators are few and far between. In fact, you may work cleaning the water system filters and spray nozzles. The paver operin one of the companies that is currently struggling to find a qualified ator does his walk-around that includes checking hydraulic points equipment mechanic in today’s environment. During a call hosted and refilling fluids. But Ingalls took that kind of routine mainteby The Associated General Contractors of America (AGC) Aug. 29, nance a step further. one of the contractors on the call shared that his team has seen in“Instead of waiting for the mechanic to arrive, we’re actually goterns come for on-the-job training not knowing how to hold a haming to do something a little more creative,” Ingalls told the CONEXmer. These potential workforce members need intensive training.

PO-CON/AGG audience.

50 // october 2017

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When Ingalls listed examples of tasks proxy techs can be trained to do, I could see that asphalt professionals are already leaning toward the use of operators as proxy techs. When you ask the roller operator to replace a bent scraper bar and worn out cocoa mats, you’re getting work done without calling on a mechanic who may be dispatched to another site at that moment. The operator who knows how to clear a plugged spray nozzle saves the company time and money.

Who’s teaching that operator how to recognize a plugged spray nozzle and how to resolve the problem? If your veteran roller operators have already retired, you’re behind the 8 ball. For the AGC call in late August, the association had first conducted a national survey of more than 1,600 contractors. “Forty-six percent of firms also report they are doing more in-house training to cope with workforce shortages,” the association reported. Your in-house training will need to include veteran operators showing newer employees how to do the job—and how to do it right.

Be aware of what your veteran operators may not know. A spokesperson for Roadtec’s Paving Professionals Workshop shared something that was echoed on the AGC call: “The asphalt industry has changed drastically and the [workers] that have been doing this need more training to better understand what is now needed to meet all of the requirements.”

We are all aware that technology is supplementing the industry.

Not all veteran operators have embraced it, but all employees need to learn how to use paving automation, intelligent compaction systems, QC/QA devices, 3D mapping systems and the like. These tools are in vogue because they improve the quality and accuracy of the pavement build. When any worker—whether a new hire, middle management, or three-decades-long equipment operator—turns the automation off because it’s intimidating, the technology isn’t helping anyone. With the training opportunities available nowadays, contractors shouldn’t have to worry about a member of the crew turning off the technology that’s designed to help get a bonus.

Brodie Hutchins, the vice president of dealer development for Wirtgen America Inc., Antioch, Tennessee, pointed out new hires have the benefit of a more comfortable working environment for a learning foundation. “This generation has grown up with screens and joysticks more than the generation before them,” he explained.

Thus when the new employee climbs into a Hamm roller cab, he or she will have a familiarity with the surroundings that should speed the learning curve, whether the learning takes place at an OEM’s training center or in the field.

One of the techniques consultants have found successful in teaching crew members is to leave the workers in their working environment to train them on equipment, technology or methods.

Clarence Richard, the proprietor of Clarence Richard Companies, Minnetonka, Minnesota, has used web-based training combined with classroom training for years with quantifiable results, and has added a third branch to his methods in the past few years.

“I’m taking training full circle,” Richard said. He spends a full day at the plant site with operators and technicians, working alongside the crew members he’s training. “I’m teaching them how to fish; I’m not fishing for them,” he said. “I’m teaching them how to watch As of press time, APA was taking nominations for the 2017 awards.

52 // october 2017

their instrumentation. There are times when I arrive at the plant and their instruments aren’t working, and we can get them working….We can electrically troubleshoot.”

This hearkens to the system John Ball uses for paving crews. He’s the proprietor of Top Quality Paving & Training based in Manchester, New Hampshire, and the consultant on AsphaltPro Magazine’s online training course: Asphalt Paving 101. Ball goes to the company that requests training, works alongside the paving crew, filming and photographing while teaching and training. After a couple days of this method, he reviews the video with the crew members, going over their good work and pointing out areas for improvement. The classroom plays a role in the learning for Ball’s students, but hands-on work alongside the employees to be trained is the name of his game.

Richard offers this on-site training whether the company allows the plant operators to participate in the classroom and web-based training or not, but he prefers they get that foundation. The off-site learning sets them up for success. When Richard gets to their site, he focuses on energy efficiency, but safety is covered in every step.

Hutchins described a similar process at the expanding Wirtgen Center for Training & Technology (CTT), which is doubling in size for 2018. “The more hands-on training, especially on the technical side, the better,” he began. “We have prerequisites for many of our classes so that students can maximize their time at our CTT. At the risk of being redundant, we show them, then show them what we showed them and then we show them again by using online tools, the classroom and most importantly, hands-on the machines.”

Dave Dennison, the manager of marketing services for BOMAG Americas Inc., based in Ridgeway, South Carolina, said hands-on training is still second-to-none, even though the company is now offering electronic courses to accompany its in-person education.

The online courses began as what can be described as “training the trainer,” so BOMAG dealers were better prepared to teach customers. “We have developed about 35 self-directed, online modules for our dealers, for e-learning,” Dennison said. “We do individual, customized training for end users, too.”

What the BOMAG team has found successful for training clients is to start with a 45-minute overview of what they’ll be learning, then have a walk-around of the equipment, going directly to the machine, and then reinforcing what they learn at the machine with some traditional classroom time.

There’s value in the kind of experience shared here. Consider this will be Gencor Industries’ 48th year of training when they welcome plant personnel to the Gencor University Training Center in Orlando. Consider the team of teachers with years of field experience who lead the Roadtec Paving Professionals Workshop in Chattanooga. Consider the more than 90 years of industry knowledge that lays the foundation for AsphaltPro Magazine’s online training course with hall-of-famer John Ball. These are just a few examples of the quality education available to your crew members.

Look through the next few pages for a listing of training schools and courses that can help you bring existing employees, as well as new hires this off-season, up to speed on the latest technology and the back-to-basics techniques they must perfect for your bonus-earning season in 2018.

ALL-TEST Pro LLC offers the World Class Motor Diagnostic Workshops in various locations including customer facilities.

Students will learn in the categories of: plant operations mechanics/equip repair Oct. 30-Nov. 3 in Houston Nov. 13-17 in Chicago Dec. 4-8 in Las Vegas Fee: $1,695-$2,295 Students can earn CE units. www.alltestpro.com/training.html

Applied Test Systems offers lab equipment training by appointment at its headquarters in Butler, Pennsylvania, or at customer facilities upon request. Students will learn in the categories of: lab/mix design/QC/QA supervisory/training the trainer Fee: Contact ATS for pricing www.atspa.com

AsphaltPro Magazine offers the Asphalt Paving 101 online school in your own facility. Students will learn in the categories of: paving/laydown mechanics/equip repair supervisory/training the trainer Fee: $599 for lifetime access http://training.theasphaltpro.com/p/ asphalt-paving-101

Astec Inc. offers the Astec Advanced Customer Schools in the J. Don Brock Training Center in Chattanooga, Tennessee. Students will learn in the categories of: plant operations mechanics/equip repair 54 // october 2017

Jan. 8-11 Jan. 15-18 Jan. 22-25 Feb. 5-8 Feb. 12-15 Feb. 19-22 Fee: $1,150—this includes breakfast, lunch, snacks, dinner and evening entertainment www.astecinc/schools

Astec Mobile Screens Inc. offers Pro Training at its facility in Sterling, Illinois.

Students will learn in the categories of: plant operations crushing/screening mechanics/equip repair supervisory/training the trainer Oct. 10-12—Track and Screen School Visit site for 2018 dates Fee: $299-$399—this includes breakfast and lunch for attendees http://www.kpijci.com/support/pro-training

Bomag offers courses at the FAYAT Training Academy on the BOMAG campus in South Carolina. Students will learn in the categories of: paving/laydown mechanics/equip repair week of Dec. 4 week of Jan. 15 week of Feb. 12 week of Mar. 19 Fee: none.

Caterpillar Inc offers Paving Operations Training, AP1000F/AP1055F and AP600F/AP655F Service Training, and PM620/PM622 and PM820/PM822/ PM825 Cold Planer Service Training at the Caterpillar Paving Products Customer Solution and Learning Center in Maple Grove, Minnesota, and the Tinaja Hills Training Center in Tucson, Arizona.

Students will learn in the categories of:

paving/laydown mechanics/equip repair supervisory/training the trainer F-Series Asphalt Paver Service Training (AP1000F, AP1055F, AP600F, AP655F) Jan. 23-26 (Maple Grove) Jan. 30-Feb. 2 (Maple Grove) Paving Operations Training Feb. 5-9 (Tucson) Feb. 12-16 (Tucson) Feb. 26-Mar. 2 (Tucson) Mar. 5-9 (Tucson) Mar. 12-16 (Tucson) Mar. 19-23 (Tucson) PM600 and PM800 Series Cold Planer Service Training Jan. 9-12 (Maple Grove) Fee for Paving Operations Training: $3,100 Fee for Service Training: $1,400 http://www.cat.com/en_US/by-industry/ paving/real-world-training-solution.html

CEI Enterprises offers the Service School Seminars at the CEI Training Seminar in Albuquerque, New Mexico. Students will learn in the categories of: mechanics/equip repair Jan. 8-11 Jan. 22-25 Jan. 29-Feb.1 Feb. 12-15 Fee: $1,079 www.ceienterprises.com

Clarence Richard Company Inc. offers the Clarence Richard Plant Operation Workshop and Clarence Richard ElectroMechanical Workshop in various locations including customer plant sites. Students will learn in the categories of: plant operations mechanics/equip repair On-site plant training includes hands-on work with equipment.

Students receive CE units for courses.

Fee: $1,500—includes breakfast www.clarencerichard.com

CEI Enterprises 2018

Jan 8 – 11 • Jan. 22 – 25 Jan. 29 – Feb. 1 • Feb. 12 – 15

CEI Enterprises invites you to our 2018 service training program in Albuquerque, NM. Come experience hands-on training from CEI instructors, right here where we build the products you use.

Learn from factory-trained service techs.

CEI service technicians are based around the country, and work on both asphalt and concrete equipment... whether it’s made by CEI, or other brands.

Jake Petty That experience Seattle, WA is more than just Kris Swenson available to you Chico, CA coast-to-coast, all Johnny Cowns Pat Doughty year long for your Oklahoma City, OK service needs.

Rick Applin Cortez, CO In January and Jeremiah Cole Phoenix, AZ February, all that combined Shanon Heath Albuquerque, NM knowledge gathers Joe Kincheloe Paris, TX

in Albuquerque, at CEI’s training facility for one purpose: to share that knowledge with you.

Training includes: Heater Tuning, Electrical Troubleshooting, Fuel Gun Maintenance, Combustion Analysis, SIHI Pump Rebuilding, Basic Electrical and Relay Wiring, Reading Electrical Schematics, Heater Preventive Maintenance, and much, MUCH more.

Visit ceienterprises.com for details.

See you in Albuquerque.

Doug Jurey Paris, TX

Brian Belinski Norman, OK

Gencor Industries Inc. offers the Gencor Advanced Training School at the Gencor University Training Center in Orlando, Florida. Students will learn in the categories of: plant operations mechanics/equip repair Jan. 29-Feb. 2 Feb. 5-9 Feb. 12-16 Feb. 19-23 Fee: $950-$1,000 www.gencor.com/index.php?page=training

Heatec Inc offers a day of training during the Astec Advanced Customer School at the Heatec Training Center in Chattanooga, Tennessee. Students will learn in the categories of: plant operations mechanics/equip repair Jan. 9 Jan. 16 Jan. 23 Feb. 6 Feb. 13 Feb. 20 Fee: included in the Astec school fee http://astecinc.com/astec-advancedcustomer-schools-overview.html

Honeywell/Hauck Mfg Co offers three Aggregate Seminars at the Maxon training center in Muncie, Indiana. Students will learn in the categories of: plant operations mechanics/equip repair Jan. 16-18 Jan. 23-25 Jan. 30-Feb. 1 Fee: $950—includes breakfast and/or lunch during days of the seminars www.elster-thermal-solutions.com

56 // october 2017

Johnson Crushers International offers PRO Training at its facility in Eugene, Oregon. Students will learn in the categories of: Plant operations Crushing/screening Mechanics/equip repair Supervisory/training the trainer Visit site for dates Fee $299-$399—this includes breakfast, lunch and one hosted evening event during the week http://www.kpijci.com/support/protraining

Kolberg-Pioneer Inc. offers PRO training at the Scheid-Iverson Training Center in Yankton, South Dakota. Students will learn in the categories of: plant operations crushing/screening mechanics/equip repair supervisory/training the trainer Dec. 5-7—Service Application School Visit site for 2018 dates Fee: $299-$399 www.kpijci.com/events/?c=protraining#jumptitle

The National Center for Asphalt Technology (NCAT) offers the Asphalt Industry Training Program at NCAT in Auburn, Alabama. Students will learn in the categories of: lab/mix design/QC/QA Nov. 7-9—Balanced Mix Design Jan. 23-25—Balanced Mix Design Feb. 19-23—Asphalt Technology Mar. 12-16—Asphalt Mix Design Apr. 24-27—Asphalt Binder Technician Fee: varies Students can earn CE units. http://ncat.us/education/training/industry.

Roadtec Inc offers the Paving Professionals Workshop and the Technical Service Schools in Chattanooga, Tennessee. Students will learn in the categories of: paving/laydown mechanics/equip repair supervisory/training the trainer Technical Service Schools Jan. 10-12—Paver 1 Jan. 15-17—Paver 2 Feb. 7-9—Mill 1 Feb. 12-14—Mill 2 Feb. 20-21—Shuttle Buggy® 1 Feb. 22-23—Shuttle Buggy® 2 Feb. 26-27—Stabilizer Fee: $450 Paving Professionals Workshop Jan. 22-23—Session 1 Jan. 24-25—Session 2 Jan. 29-30—Session 3 Jan. 31-Feb. 1—Session 4 Fee: $250 Students can earn CE units.

Special instructors for the Paving Professionals Workshop for 2018 include John Ball of Top Quality Paving; Brian Horner of E.D. Etnyre; Scott Hall of Oldcastle; and Richard Kramer, Charles Butler and David Bussard of Roadtec. www.roadtec.com/training

The Rocky Mountain Asphalt Education Center (RMAEC) offers training and certifications at the RMAEC in Centennial, Colorado. The certifications are done under the Laboratory for the Certification of Asphalt Technicians (LabCAT). Students will learn in the categories of: paving/laydown plant operations lab/mix design/QC/QA supervisory/training the trainer Dates are run on a calendar year basis.

Fee: varies http://co-asphalt.com/labcat http://co-asphalt.com/rmaec

Top Quality Paving & Training offers individual and whole-crew training at the client’s site and on the jobsite. The students will learn in the categories of: paving/laydown mechanics/equip repair supervisory/training the trainer Fee: varies www.tqpaving.com

TransTech Systems Inc. offers NonNuclear Density Gauge Training at TransTech Systems Inc. in Latham, New York, near Albany. Students will learn in the categories of: lab/mix design/QC/QA supervisory/training the trainer Dates are available upon request Fee: none www.transtechsys.com/products/index.php

Volvo Construction Equipment offers the Volvo Road Institute® at the Road Institute® in Chambersburg, Pennsylvania; Shippensburg, Pennsylvania; or Phoenix, Arizona. Students will learn in the categories of: paving/laydown mechanics/equip repair Oct. 24-27—Paver and Compactor Operation & Maintenance (PA) Nov. 7-10—Paver and Compactor Operation & Maintenance (AZ) Nov. 14-17—Paver Hydraulic and Electrical Systems (PA) Nov. 29-30—Paving and Compaction Application Seminar (PA) Dec. 4-8—Paver Hydraulic and Electrical Systems (PA) Dec. 12-15—Paver and Compactor Operation & Maintenance (AZ) Dec. 12-14—Small Asphalt Compactor Mechanics (PA) Jan. 9-12—Paver and Compactor Operation & Maintenance (AZ) 58 // october 2017

Jan. 9-11—Large Asphalt Compactor Mechanics (PA) Jan. 16-18—Paver Screed Operation and Adjustment (PA) Jan. 22-26—Paver Hydraulic and Electrical Systems (AZ) Feb. 5-9—Paver Hydraulic and Electrical Systems (PA) Feb. 13-16—Paver and Compactor Operation & Maintenance (AZ) Feb. 13-15—Soil Compactor Mechanics (PA) Feb. 20-22—Automatic Grade and Slope Systems (PA) Feb. 27-Mar. 2—Paver and Compactor Operation & Maintenance (AZ) Mar. 6-8—Large Asphalt Compactor Mechanics (PA) Mar. 12-16—Paver Hydraulic and Electrical Systems (PA) Mar. 20-23—Paver and Compactor Operation & Maintenance (AZ) Apr. 3-5—Paver Hydraulic and Electrical Systems (PA) Apr. 10-13—Paver and Compactor Operation & Maintenance (AZ) Apr. 24-27—Paver and Compactor Operation & Maintenance (PA) May 8-11—Paver and Compactor Operation & Maintenance (PA)

May 15-16—Paving and Compaction Application Seminar (PA) May 22-25—Paver Hydraulic and Electrical Systems (PA) Fee: varies www.roadinstitute.com

Wirtgen America Inc. offers a school at the Center for Training & Technology (CTT) adjacent to Wirtgen America Inc. headquarters in Antioch, Tennessee.

Students will learn in the categories of: paving/laydown crushing/screening mechanics/equip repair Sept. 12, 2017, through June 7, 2018 Fee: varies—includes some meals https://www.wirtgen-group.com/america/ en-us/customer-support/know-how/ training-program/ State Associations offer training in your backyard. Don’t forget about regional training opportunities with your state asphalt pavement association (SAPA).

Many SAPAs offer courses and classes during their annual conferences.

LEADING -EDGE SERVICE 2018 ASTEC ADVANCED CUSTOMER SCHOOLS

We succeed by helping you succeed.

That’s why we strive to keep our Astec Advanced Customer Schools on the leading edge. Our commitment to a leading-edge service experience has helped the Astec Advanced Customer Schools become the industry leading training experience.

The Astec Advanced Customer Schools cover more than any other asphalt industry training school. Expect to enhance your grasp of key aspects of plant maintenance and operation through a unique combination of lectures and extensive hands-on classes.

Instructors include Astec and Heatec engineers and service technicians with decades of field experience. Breaks and evening events offer the opportunity to exchange information with fellow students, as well as with Astec service professionals and engineers.

Registration Opens Tuesday, October 3, 2017

For all customers both domestic & international REGISTRATION DATES

Wk Wk Wk Wk Wk Wk

1 2 3 4 5 6

Jan. 8 Jan. 15 Jan. 22 Feb. 5 Feb. 12 Feb. 19

– – – – – –

Jan. 11 Jan. 18 Jan. 25 Feb. 8 Feb. 15 Feb. 22

Your time at the Astec Advanced Customer Schools will also incorporate tours of the Astec and Heatec manufacturing facilities.

For your convenience, we have a dedicated registration line for the Astec Advanced Customer Schools:

423.827.1899 Space is limited. Seats are first come, first serve.

new tech

Train Online, Anywhere, Anytime, Rain or Shine Crews that train right get bonuses. It’s that simple.

Employees that understand what they’re supposed to do and how it affects the bottom line are more likely to leave behind a quality mat. So, it’s important that every paving company is providing their crews with the training they need to succeed on the job.

The team at AsphaltPro Magazine knows training is vital to improve safety, uptime and quality.

That’s why, last spring, we launched Asphalt Paving 101. This online course has already enabled hundreds of asphalt paving professionals to drill down on the skills they need to succeed.

The video-based course can be watched anywhere, at any time, on any device, by your entire crew. But, this September, we really turned up the heat on this course with new and improved video segments on the jobsite with course trainer John Ball, quizzes to test your crew’s progress, and even more tips and tools to download and take to the jobsite.

C

On the Jobsite with John Ball

One of the most significant updates to the course includes taking your crew to the jobsite with Paving Consultant and NPE Hall of Fame inductee John Ball--without paying for airfare or even leaving the comfort of your conference room or living room, regardless of the weather. They can head out to the jobsite with John on any rain day.

Your employees can walk around the paver alongside John to watch exactly how to set up the paver, step-by-step. They can glimpse into distributor trucks and listen to QC/QA techs talk about how to best perform their duties every day.

When we explain how to center tow point cylinders, your crew won’t have to wonder where they are on the paver and what that process looks like. They’ll know before they even step foot on the job.

Quizzes Test Your Crew’s Progress

In the latest update, Asphalt Paving 101 also added quizzes for your crew to complete so you can test their progress and ensure they’re learning the best practices of paving a perfect mat.

With our downloadable quizzes, you’ll be able to make sure your crew is learning what they should. Do they know what the laborer is responsible for? Do they know what personal protective equipment is required on the job? Do they know how to inspect the distributor truck before every shift? Do they know how to prep the paver before the first haul truck arrives?

After watching Asphalt Paving 101, they’ll know all this and more.

60 // october 2017

Tips and Tools to Take to the Jobsite

Asphalt Paving 101 is chock-full of valuable information to train new employees, cross train existing employees, and provide a refresher for veteran employees. It covers everyone on the paving train’s job responsibilities, how to stay safe on the job, best practices for maintaining your equipment, heating the paver, prepping the paver, dumping the first load, determining fluff factor and yield, and more.

In addition to the video-based curriculum, all along the way we’ve added downloadable resources and tip sheets for your crew to take to the job with them, including tonnage reports, maintenance checklists and trucking guidelines, to name a few.

About Asphalt Paving 101

When you enroll your company in Asphalt Paving 101, your entire crew can watch the course anywhere, anytime, on any device. You can sit everyone down in the conference room on a rainy day or tell them to watch the courses from home this winter. Simply give them the login credentials you receive when you enroll and everyone is good to go.

Your enrollment grants you and your crew lifetime access to the course, plus one year of free upgrades just like the one we’ve listed here. After that, you can subscribe to the course for a nominal fee per month to receive continuous updates.

To enroll in or preview the updated course, visit bit.ly/asphaltpaving101.

– By Sarah Redohl

Dependable Performance CONSISTENT MIX

FOR MORE INFORMATION VISIT ASTECINC.COM/UNIDRUM

DILLMAN UNIDRUMÂŽ

When it was time to buy two new plants, a Dillman UNIDRUMÂŽ plant was the best fit for us. We like the Unidrum because of its very consistent, homogenous mix and very low maintenance. The Unidrum plants provide more uptime with less routine maintenance.

Slavic Mokienko,

General Manager, R. E. Pierson Materials Corp.

Operating Four UNIDRUM Plants

Take Control of the Future with Training

By Jeff Winke

T

The construction industry is dynamic— ever changing and evolving through technology. The way contractors work today is clearly much different from 20 years—or even five years ago. The big difference is due to advances in technology in the machines and tools that enable greater productivity, save time and provide better results.

Successful contractors recognize that they must take control of their futures or risk being left behind. This spirit of paying attention and taking control of the future plays into the notion of being prepared with the right knowledge and skills.

“Technology in earthmoving and site work changes too frequently to be ignored,” stated Ron Oberlander, senior director, professional services for Topcon Positioning Group. “Contractors must continually seek out new information, learn from others, and take advantage of training opportunities as often as they can to remain competitive.”

Successful contractors view training as a beneficial investment in their businesses and point to numerous reasons why it’s worthwhile.

• Training improves safety.

• Training improves productivity.

• Training keeps you current with technology.

• Training attracts, and retains, key employees.

• Training gives the company a competitive edge.

“The key attributes of good training are that it is repeatable, consistent and offered frequently so workers can commit to learn-

64 // october 2017

ing regularly,” Oberlander said. “Both managers and workers will never know everything about the products and systems they use; so training helps everyone be smarter and more productive. I tell the people we train that if you feel you are pretty productive now, you’ll be even more productive after training.”

To be effective, training needs to be concise and specific to a contractor’s needs.

One of the benefits of good training is to teach learners how to be resourceful and effective after the trainer is gone. Knowing when, how and where to go for help can reinforce the content and skills acquired during training.

“To ensure our products and systems are fully used after training, we’ve created two helpful resources—a global Professional Services team and a myTopcon support and training site,” Oberlander said. “Our markets are diverse, but they share a common necessity of highly precise measurements, increased automation and workflow solutions to improve their productivity. These resources are designed to provide solutions and workflow assistance to ensure the highest efficiency for our customers and help them to expand their businesses by applying these skills and technologies into new applications.”

The Topcon Professional Services team has been created to integrate training, customer support, and sales support into a single resource intended to help its customers adopt and apply new technologies as they emerge. The Professional Services team includes more than 40 applications experts

from the surveying, construction, civil engineering, networking and mapping fields.

These experts are located around the world to support the company’s global market.

The myTopcon site is designed to provide direct access to online training, firmware and software updates, and reference resources at a mobile-adapted site that can be accessed from the field.

Again, the intent of both the Professional Services team and the myTopcon site is to extend and support the information and content as well as new skills acquired during training. Clearly, as the labor market continues to tighten, and as more and more baby boomers head into retirement, contractors will need to sharpen their recruiting, hiring and training capabilities. Younger millennial and Generation X workers expect more than their older counterparts ever did, but in exchange they bring an acceptance, expectation and appreciation of the role technology is playing in construction today.

By being committed to ongoing training, a construction firm can build a sense of connection, which can help create the positive environment where employees are willing to go above and beyond to help fuel organizational success.

The investment in training can keep a construction company fresh, up-to-date, and better prepared to adapt and succeed in the face of change.

Jeff Winke is a business and construction writer based in Milwaukee, Wisconsin. He can be reached through jeff_winke@yahoo.com.

ASTEC Parts. We’re Here. Always.

Combine the world’s largest inventory of in stock parts for asphalt plants, the ability to build and machine custom parts and a fully staffed department of salesmen, technicians and engineers and you have ASTEC parts.

• Over 100,000 parts in stock • OEM for ASTEC, DILLMAN, Barber-Green, EssTee & McCarter • In-house parts techs and engineers available 24/7 • Over 406 combined years of experience ready to help you

800.251.6042 • www.astecparts.com

product gallery

New and Updated Production Equipment Focuses on Quality While some producers in the north already gear up for season shut-down, many asphalt professionals continue to race the calendar for production of tons at this time of year. This month’s product gallery focuses on the most recent plant, lab, and quarry bits and pieces available to help you get those tons efficiently.

W

ADM

Asphalt Drum Mixers Inc., Huntertown, Indiana, provides asphalt cement (AC) tanks as an economical way to store and monitor liquid AC. ADM designs the tanks with a serpentine coil arrangement to provide a heat exchange area of more than 1,200 square feet for consistent AC temperatures throughout the tank. The tanks are available in vertical or horizontal/portable configurations and are compatible with ADM asphalt plants and similar competitive models, according to the manufacturer.

ADM constructs its AC tanks with heavy-duty steel and offers storage capacities ranging from 10,000 to 35,000 gallons. Fiberglass blanket insulation and a stucco-embossed 0.016-gauge banded aluminum jacket are designed to protect the tanks and prevent heat loss.

The high-efficiency, hot-oil heater includes a fully jacketed firebox, multi-pass fire-tube heat exchanger and an 84-gallon thermal expansion tank. The system also incorporates a 1 million to 3 million BTU/ hour pre-packaged burner assembly. Other standard features include a combustion air fan, fuel oil pump and No. 2 fuel oil manifold with safety shutoff valves.

ADM includes a tank-mounted, weatherproof control panel standard on both the vertical and horizontal/portable tanks.

Panel features include a main power disconnect, motor start relays, circuit breaker protection, burner controls, automatic temperature controller, high temperature limit, flame signal relay, status indication lights and alarm circuitry.

66 // october 2017

ADM asphalt cement tanks feature a serpentine coil arrangement to provide a heat exchange area of more than 1,200 feet.

The horizontal/portable tanks have a heavy-duty I-beam structural frame and landing gear with a manual hand crank. Accessories for the portable tanks include leaf spring suspension, air brakes, four radial tires and a gooseneck trailer with a fifthwheel kingpin hitch. An interconnecting equipment wiring package features quick disconnects on the control cables.

ADM also offers the horizontal/portable tanks as a direct-fired system with a submersible fire-tube heating system. The system includes a pre-packaged burner assembly, combustion air fan, No. 2 fuel oil train, fuel safety manifold and fuel oil pump. The 18-inch manhole on both the vertical and horizontal/portable tanks features a bolton cover plate for added safety.

For more information, contact (260) 6375729 or sales@admasphaltplants.com.

AMMANN

Ammann has released the RSS 120-M shredder, iron separator and screener. It is a mobile machine that prepares recycled asphalt for use in an asphalt plant. It is essentially a 3-in-1 machine with its ability to function as

a shredder, iron separator and screener, recycling asphalt that ranges in size from millings to larger pieces/slaps. Protective processing also maintains desired grain sizes.

The Ammann RSS 120-M can go from installation to production in as quickly as 30 minutes, according to the manufacturer.

The machine is track-mounted for maximum mobility on all types of terrain.

A single operator can run the machine, which is comprised of a shredder that uses two low-speed, electrically driven shredder-rotating shafts. The RSS 120-M features milling cutters with interchangeable teeth that crush the material. This patented technology reduces the power requirement, which leads to substantial fuel savings. The technology also enables crushing of hard and soft materials, and can perform in all types of weather, according to the manufacturer.

The electric motors ensure consistent crushing and screening. The machine is designed to process up to 180 tonnes of recycling materials per hour.

A variety of green efforts are built into the machine, including a dust reduction system and minimized sound and emission levels.

CARGILL

The new RSS 120-M from Ammann is a 3-in-1 shredder for asphalt recycling, now available in North America.

The Ammann RSS 120-M has been designed for easy maintenance and improved safety. It also uses components that make it possible for all shredding and screening parameters to be managed and adjusted remotely.

Ammann also offers the ABP 320 HRT (High Recycling Technology) asphalt plant for professionals who need to incorporate large proportions of recycled asphalt pavement (RAP), as discussed in the August product gallery. 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.

For more information, contact Jenelle Strawbridge at (704) 840-8689.

ASTEC

Astec Inc. of Chattanooga, Tennessee, introduced its Silobot™ Inspection Service in March 2017. 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 in-

spection 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 in March. 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 KPIJCI and Astec Mobile Screens.

For more information, contact Stephen Whyte at (605) 668-2631.

Cargill, North Olmset, Ohio, has announced the national release of WinterPave® asphalt anti-freeze. The product is specifically designed for helping make winter roads an easier maintenance item for public works officials and commercial contractors while providing an environmentally friendly option.

Cargill is rolling out WinterPave asphalt anti-freeze technology in the United States after several years of adaptation, testing and development in Europe. The product is a proprietary additive that gives traditional asphalt anti-icing properties when mixed directly during production.

“WinterPave asphalt anti-freeze will benefit the public by effectively helping reduce the bond of ice and snow to the pavement, creating safer driving conditions,” said Debby Capela, Cargill Deicing Technology business development manager.

“Municipalities, commercial contractors and others who work to keep roads, bridges and parking areas safe for motorists and pedestrians will experience easier plowing conditions.”

WinterPave offers these features and benefits, according to the manufacturer: • Mix directly with asphalt during production • Delays formation of slippery conditions caused by snow and ice • Longer margin of time for snowplow drivers to intervene during heavy snowfall • Releases fewer chlorides into the environment • Helps extend pavement life; may help the reduction of potholes WinterPave asphalt anti-freeze helps prevent snowpack and ice from bonding to the pavement at surface temperatures greater than 17 degrees F, according to the manufacturer. “When we push snow and ice from the area over which the WinterPave asphalt was installed, we’re not seeing the ice and snow pack bonding that we see in other locations…” said Mark Jamison, transportation division manager for the City of Roanoke, Virginia. “The hardpack doesn’t seem to be stuck to the road quite as hard. Once the road starts drying, it seems to dry a little bit quicker, which helps to minimize the extent of refreezing at night.”

www.THeAsphaltpro.com // 67

product gallery

WinterPave® is an additive designed to help crews with winter pavement maintenance.

capable, according to the manufacturer. It features a built-in printer, automatic data saving, temperature and pressure measurements, internal data memory of up to 2,000 tests, and a software package with USB and Bluetooth.

E Instruments also offers the E1500 portable emissions analyzer. This device is designed to automatically save emissions data so the user can select an exact number of data points for a given time interval.

It has an internal data memory to hold up to 2,000 tests, saving data every 15 seconds of a 30-minute test for a total of 120 test points. Its features include O2 and CO gas sensors, built-in printer, and PC software with Bluetooth.

For more information, contact bfreed@EInst.com or (215) 750-1212.

Environmental benefits of the product result in a reduced number of sodium chloride applications needed to melt away hard-pack.

Once introduced to the asphalt mixture, the WinterPave asphalt anti-freeze product allows for slow and continual release of the anti-icing mixture onto the road surface.

The anti-icing product is incorporated with asphalt during asphalt production, which creates a simple installation process that is the same as installing non-treated asphalt.

For more information, contact Cargill at (800) 600-7258 or visit www.cargilldeicing.com.

The E4500-3 from E Instruments is the company’s new combustion and emissions analyzer. INSET: The E1500 from E Instruments is a portable emissions analyzer.

CONVEYOR COMPONENTS CO.

E INSTRUMENTS

The Model BR conveyor belt cleaner from Conveyor Components is designed to throw excess material into the discharge stream when mounted under the belt’s head pulley.

The new Cobra 230 impact crusher from EvoQuip worked at the Blue Open Day in July.

Conveyor Components Company, a division of Material Control Inc., Croswell, Michigan, has released the Model BR brush style conveyor belt cleaner designed for a variety of carry-back materials. It uses an electric motor to drive a helical shaped, open face brush to remove build-up of fines and carry-back from conveyor belts. The hanger rail mounting and oversized width allows for mounting on most conveyors. When the Model BR is mounted under the head pulley, the excess material is thrown into the discharge stream. The brush is self-cleaning with standard nylon bristles.

For more information, contact sales at (800) 233-3233.

68 // october 2017

E Instruments International LLC, Langhorne, Pennsylvania, has released the new E4500-3 three-gas portable industrial combustion and emissions analyzer. This flue gas analyzer is designed for emissions monitoring, maintenance and tuning of boilers, burners, engines, furnaces, turbines, kilns, incinerators and other industrial combustion processes. It includes gas sensors for O2, CO and NO/NOx, and has a dilution pump for CO auto-range measurements up to 10 percent. It is Low NOx and total NOx

EVOQUIP

EvoQuip, a Terex brand, has launched the Cobra 230 impact crusher. Matt Dickson, EvoQuip product line director, said, “The Cobra 230 impact crusher is a machine that provides class-leading productivity, unmatched versatility and excellent fuel efficiency. The quick set-up times, simple intuitive operation, and ease of transport make this machine an ideal solution for all applications.”

The Cobra 230 has been on test with J&V Construction in Ireland. Gerd McCann, J&V Construction director, said, “The EvoQuip Cobra 230 has managed to surpass our

contact us today!

800-826-0223

www.stansteel.com

GTB-5257 - C.M.I

Portable Drum Plant

•Portable C.M.I. Four (4) Bin 8’ x 13’ Cold Feed System with nominal 24” wide feeders, 5 HP AC drives and a nominal 30” wide integral collecting conveyor with folding head section. This cold feed system is also equipped with self-storing, folding support pads to grade and tandem axle portability.

•4’ x 8’ single deck Virgin Aggregate Scalping Screen.

•One (1) C.M.I., Portable 30” x nominal 50’ long, Virgin Scale Conveyor with receiving trough and belt scale on a single axle suspension.

•Portable 600BBL Lime Silo w Filter Vent and Vane Feeder, Auger to Pugmill.

•Portable C.M.I., Model PVM-1500, Parallel Flow Drum.

•Nominal 46,000 CFM Portable CMI APM720 Pulsejet Baghouse includes mounted fan with twin drives, bottom mounted dual auger dust removal, air compressor, dust blower and dual axle suspension.

•One (1) skid mounted RAP system consisting of a single 9’ x 14’RAP bin with 30” feeder, 5 HP AC drive and mounted/removable grizzly. Bin feeds into a Dual Roll breaker.

•One (1) Portable RAP Feed Conveyor, 30” wide x nominal 60’ with AC drive and gravity take-up with a mounted 3’x4’ scalping screen.

•One (1) C.M.I., Portable Control House with CMI Controls and a mounted MCC on a single axle frame.

NOTE: No AC System is included with this plant, but we have options available GTB-3999 - C.M.I

Model: UVM-1700

Portable Drum Plant

•Portable C.M.I. Four (4) Bin 8’ x 13’ Cold Feed System with nominal 30” wide feeders. Bins #1 and #4 each have 5 HP drives and bins #2 and #3 each have 3 HP drives. Bin #1 has a reversing feeder conveyor for use with different materials.

A nominal 30” wide x 70’ long integral collecting conveyor with bi-folding head section and 15 HP drive.

•Deister® 4’ x 10’ single deck Virgin Aggregate Scalping Screen with adjustable support legs to grade.

•One (1) C.M.I., Portable, self-erect 30” x nominal 47’ long, Virgin Scale Conveyor with receiving trough, belt scale and wind guards on a single axle suspension.

•Portable C.M.I., Model UVM-1700 Parallel Flow Drum. The drum is 8’-6” diameter through the main body with 9’-6” expanded ends x 38’ long and is equipped with a NEW 5 HP slinger feed conveyor. The unit is cradle chain driven with a single 100 HP motor and Heavy Duty Dodge TDT-10 reducer. The drum has many new flights and tire rigging and is ready to put to work!

•One (1) C.M.I 25,000 Gallon Portable, Direct Fired AC Tank with a mounted AC unloading pump, an AC metering system, on board diesel storage tank, blocking pads and a tandem axle suspension.

•One (1) C.M.I., Model PEC, Portable Control House with EZ Blend Controls, a mounted MCC, and an 8,000 gallon fuel storage tank on a tandem axle frame.

GTB-5219 - Cedarapids

Portable Parallel Flow Drum Plant

•Cedarapids model 1410P-4, Portable (4) Bin 10’ x 14’ Cold Feed System with 30” wide feeders, 3 HP DC shaft mounted drives and an integral 30” wide x 70’ long collecting conveyor. Each bin is equipped with bolt-in UHMW wear liners all mounted on a tandem axle chassis.

•Cedarapids 4’ x 8’ single deck scalping screen is mounted over a Cedarapids portable 30” x 50’ portable scale conveyor equipped with gravity take-up, and a single axle.

•Cedarapids 88” x 35’ Portable Parallel Flow Drum equipped with a recycle collar with a reject/calibration chute, 5HP slinger feed conveyor, and cradle chain drive with 125HP motor. All mounted on a triple axle frame.

•Genco AF60 Astro Flame Combination oil/gas Burner rated at 79 MBTU. Burner is currently set up on natural gas.

•CEI 25,000 Gal. Portable AC Tank with CEI Model #1500A, combination fuel hot oil heater mounted on the gooseneck.

•Cedarapids 3-in-1 Portable Recycle System, 10’ x 13’ bin with a 34” wide x 14’ long feeder, •A 3’ x 6’ single deck scalping screen, and a 24” wide feed conveyor with gravity take-up & belt scale all mounted on a single axle frame.

•Nominal 75’Long x 36” wide Stationary Astec Drag Slat Conveyor, Model# NG2-60DB. Main Drag is 36” wide x 42” deep and is equipped with a reject chute and hot oil heat. Conveyor has been recently rebuilt with new chain and slats and floor liners.

Gencor® is a trademark of Gencor® Industries, Inc. and Stansteel is not related to or licensed by Gencor®.

Scan this code with your smart phone for thousands of used equipment listings

Interested in used equipment? Go online to find hundreds of listings with photos at:

www.stansteelused.com

product gallery expectations, handling a mix of difficult rock and heavy duty recycled concrete with ease, and turning it into products we have been able to reuse on our construction sites.”

The impact crusher features rapid set-up time, according to the manufacturer, and offers a number of features to allow optimal material flow through the crushing process.

For more information, visit www.terex.com.

FORTA CORP

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 additional changes to the mix design, according to the manufacturer.

For more information, contact Garrett Lovett at (724) 967-1528.

GENCOR

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, according to the manufacturer. The Trifecta’s patent-pending design connects directly to the baghouse without any ductwork.

For more information, contact Dennis Hunt at (407) 290-6000.

HEATEC

Heatec has developed a new centralized control system for hot mix asphalt plants.

The system enables plant operators to control and monitor asphalt storage tanks from a control panel located in the control house. This system is designed to make the work of plant operators easier by centralizing the controls. Having centralized control and monitoring enhances the ability of operators to maintain a close watch of tank status. Operators can quickly check conditions that would otherwise require extra time to do a walking tour of the tanks. Us-

70 // october 2017

Heatec offers a new centralized control system for HMA plants. ing a touch screen, they can control supply, return, mixers, material transfer and heating without leaving the control house.

For more information, contact (423) 8215200 or visit www.heatec.com.

PHCO

The All-In-One Heater Kit from Process Heating Company, Seattle, Washington, is a complete system that can provide direct heat to the asphalt tank, while also supplying hot oil for the plant. The primary feature of the system is the drywell-style electric heating elements that provide and maintain heat to keep liquid asphalt cement (AC) at the desired temperature. At the same time, the system circulates oil through scavenger coils and thermostat-controlled electric booster heating elements to provide hot oil to heat jacketed lines, pumps and valves, drags, silo cones, and other plant components. The scavenger coils allow for quick heat, while the booster coils sustain it for pinpointed locations. Booster elements also can elevate the oil temperatures above the controlled asphalt storage temperature, if higher-temperature hot oil is required.

The system is designed to provide 100 percent efficient heat over its lifetime (often 30 years or more), as it reduces emissions and the associated need for expensive stack permits at the plant. 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 three watts per square inch on the heater’s sheath, eliminating coking or damage of the AC and transfer oil. Because the drywell-style elements are accessible from outside of the system, they also may be serviced without draining the tank.

Each All-In-One Heater Kit is a complete system that includes a high-temperature centrifugal pump that provides flow up to 85 gallons per minute (gpm) at 140 feet total head. The pump is skid-mounted and pre-plumbed, complete with shutoff valves and strainer. It includes a properly sized, vented expansion tank with a sight glass and a low-level shut-off switch. Like all fluids, heat transfer oil expands when heated. The expansion varies with the temperature to which it is heated. For example, 100 gallons of oil at 50° F will expand to 114 gallons when heated to 450° F. The expansion tank permits expansion of oil as it is heated, without exposing hot oil to air. It functions as an oil seal to accommodate the increased volume of expanded oil in a quantity of colder oil, which comes into contact with a limited amount of air. The low temperature of the oil seal will contribute to the long service life of the oil. A secondary function of the expansion tank is to provide a means for the escape or intake of air as the oil level in the tank rises and falls.

Road Science has introduced the next generation of NovaGrip™ liquid anti-strips.

The PHCo All-In-One Heater systems are pre-wired, pre-plumbed and ready for installation.

The system includes 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 on these heaters, including a strainer for easy cleaning, shut-off valves for the system and the fill lines.

PHCo All-In-One Heater systems are completely pre-wired, pre-plumbed and ready for installation. Standard models come in 60, 100 or 125 kW total rating; custom sizes are available.

As an added benefit, the system has interlocking capability with other equivalent or larger electric users in the plant, to minimize excessive demand charges.

For example, if an exhaust fan starts up at the plant, the All-In-One Heater shuts off, reducing overall energy consumption. The circulating pump will continue to run, however, and scavenge heat from the liquid for the plant’s hot oil needs.

For more information contact (866) 6821582 or visit www.processheating.com.

ROAD SCIENCE

Road Science, a Division of ArrMaz, Tulsa, Oklahoma, introduces NovaGrip™, which is a line of liquid anti-stripping ad-

ditives that combines ground-breaking chemistry with powerful adhesion promoting technology. NovaGrip is designed to be compatible with all types of asphalt modifiers and aggregates for improved operational efficiency and easier paving.

With today’s aging infrastructure, government agencies, asphalt producers and contractors are being challenged to build longer-lasting roads with technologies that not only perform well, but are also cost-effective, operationally efficient, and ensure worker comfort and safety. When pavements are exposed to moisture, stripping can occur, leading to distresses such as raveling, rutting and pothole formation. Road Science’s NovaGrip line of liquid anti-stripping additives is designed to safeguard workers from the hazards of traditional liquid anti-strips, and eradicate smoke, odor, and dust problems found with traditional anti-stripping additives. NovaGrip’s adhesion promoting technology is designed to create powerful chemical bonding between asphalt and aggregate.

“NovaGrip’s pioneering chemistry is truly paving the way for the future,” said Ivann Harnish, commercial director of Road Science. “NovaGrip is safer and friendlier for those who work in the business. It also improves terminal and plant efficiency, and makes roads last longer. It’s the ideal solution for smarter paving that government agencies, asphalt producers and contractors have been waiting for.”

NovaGrip is the latest innovation from Road Science that’s helping the asphalt paving industry improve road quality as well as worker and motorist safety.

For more information, visit ArrMaz.com.

www.THeAsphaltpro.com // 71

product gallery

The Hauck MegaStar 25 from Honeywell Thermal Solutions-Hauck Asphalt Products is capable of firing oil, reclaimed oil, natural gas, vaporous propane and liquid propane.

HONEYWELL

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 atomization, and employs a variable frequency drive (VFD) to modulate combustion air. When combined with the Hauck BCS 7000 control system, the MegaStar 25 has flexible air-to-fuel ratio controls allowing for 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 HMA producers 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.

HOTMIX PARTS

Hotmix Parts and Service® of Louisville, Kentucky, introduced the Advanced Tank Farm Management System, a complete-

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ly 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 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.

STANSTEEL

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.

id 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 probe is based on the 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. Check out the Here’s How it Works feature on page 78.

For more information, contact Chuck Stiens at (800) 903-9968 or tpf@tpftherm.com.

VOLVO

The largest in the Volvo Construction Equipment wheel loader range comes with new powertrain, new hydraulics, new operator environment and a tough looking design in the L350H. It is powered by a Tier 4 Final engine for high torque at low rpm. It also comes with a higher capacity 7.3 cubic meters (9.5 cubic yards) rock bucket.

The new load sensing hydraulic system is designed to work in harmony with the drivetrain, increasing response times for up to 5 percent faster cycle times. The hydraulic system and drivetrain, coupled with the latest Volvo engine technology, make the L350H up to 10 percent more fuel efficient in comparison to the L350F it replaces, according to the manufacturer.

For more information, contact tiffany.cheng@ volvo.com or visit www.volvogroup.com

TPF INC.

TPF Inc., Cincinnati, has launched a new concept to prevent costly and dangerous asphalt overfills: the RAPTOR probe overfill protection system. The RAPTOR (Rap-

Safety is demonstrated in all aspects of the new L350H from Volvo CE, according to the manufacturer.

MOBILE MONITORING NEW FEATURES Recon system is a mobile monitoring system created

by Heatec for monitoring equipment at an asphalt plant. The system provides real time status of asphalt storage tanks, and hot oil heaters directly to a smart phone.

The latest version mirrors your heater’s BurnerLogiX™ management system on your mobile device. The messaging feature keeps you updated with over 80 different messages, allowing you to easily monitor the status of your heater. With added clarity, monitoring your plant has never been easier. *Fireye® is a trademark of UTC Fire and Security Company

800.235.5200 www.heatec.com

H E AT E C , I N C .

Get alert messages directly to your phone, tablet or PC. Record trending data of temperatures, levels, and alarms.

Recon now gives the option to display metric units or conventional U.S. units.

Easily add the system to a new or existing plant. *some plants may require additional equipment.

an Astec Industries Company

5200 WILSON RD • CHATTANOOGA, TN 37410 USA 800.235.5200 • FAX 423.821.7673 • heatec.com

off the mat

Benefit From ELD Compliance Safety has always been a concern in the commercial trucking industry. In response, the Federal Motor Carrier Safety Administration (FMCSA) issued a mandate Dec. 16, 2015, in the Federal Register designed to combat driver fatigue, increase reporting accuracy and minimize road accidents through the required use of Electronic Logging Devices (ELDs). The rule sets out who must use ELDs, the required technical standards for ELDs, new supporting document requirements, as well as prohibitions against driver harassment using data obtained by an ELD. The rule applies to most commercial motor carriers and drivers who are currently required to maintain records of duty status (RODS). The FMCSA requires compliance with the rule by Dec. 18, 2017. FMCSA estimates that the rule will affect over 3.5 million truck drivers, so employers should make sure that they are in compliance.

According to the FMCSA, the rule was created to promote a safer work environment for drivers, and to make it easier and faster to accurately track, manage and share RODS data. The ELD works by synchronizing with the vehicle’s engine to automatically record driving time and other driving information. According to an FMCSA study, automated electronic logs can reduce hours of service (HOS) violations

S

by as much as 50 percent and decrease a motor carrier’s overall crash rate by 10 percent. Automated logs make drivers more efficient and productive because drivers no longer have to spend time manually tracking their hours using paper logs, which are not always accurate. Additionally, the electronic logs provide drivers with real time HOS violation alerts, which reduces potential HOS violations. However, with this type of electronic monitoring of employees, Congress and the FMCSA recognized that there is a potential for the devices to be used by employers to harass their drivers or for confidential personal data contained in the devices to be improperly disclosed by law enforcement officials.

One of the greatest safeguards for drivers, and potential pitfalls for employers, is the rule’s protections against driver harassment. The rule defines harassment as a motor carrier’s use of information obtained from an ELD (or through other technology used in combination with and not separable from the ELD) to take action toward a driver it employs (either directly or as an independent contractor), which the carrier knew or should have known would result in the driver violating the regulations against driving with impaired alertness due to fatigue or illness or violating the HOS regulations. Not only does the rule prohibit harassment generally, but also:

HCSS Offers One Solution Construction software developer, HCSS of Sugar Land, Texas, announced the release of its new electronic logging solution to help construction companies meet the December deadline to become Federal Motor Carrier Safety Administration (FMCSA) compliant.

This mandate requires drivers who currently use Hours of Service (HOS) paper logbooks to switch to electronic logging with approved electronic logging devices (ELDs) by Dec. 18, 2017.

HCSS eLogs electronically tracks a driver’s HOS and automates driving events based on vehicle movements, which is a requirement for compliance. HCSS eLogs includes a driver app for smartphones or tablets and a website where managers can review Driver Vehicle Inspection Reports (DVIRs), driver statuses, shift and cycle time, previous violations, and daily driver logs and comments.

The HCSS new eLogs program offers features such as: • Free integration with HCSS Telematics, which is a solution that tracks a company’s fleet location and performance.

• Easy connectivity using BLE (Bluetooth Low Energy) that allows for drivers to remain in the application to connect rather than shuffling through settings.

• Availability on any Android device, with or without cellular or internet connection, allowing your driver to log at any time. The driver simply syncs his logs again when he can connect.

• Status change based on vehicle motion and gear, eliminating tedious recording in the app for drivers.

HCSS eLogs provides an intuitive interface that allows drivers to enter data, quickly fill out pre- and post-trip DVIRs, and identify

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See the driver’s workflow. and self-report violations without hassle. Managers receive logs in a timely manner and have access to all driver information in one location for easy tracking and reporting, reducing double entry and ensuring accuracy, according to the manufacturer. The app helps companies to avoid violations and lowers HOS compliance scores by warning drivers about upcoming shift or cycle limits before they occur.

HCSS eLogs installs through a plug-in device for the truck and a mobile app for the driver’s phone or tablet that connects instantly.

For more information, contact Amy Pyle at (713) 270-4000 or amy.pyle@hcss.com.

1. It provides a process for drivers to file written complaints; 2. It mandates an ELD mute function to ensure a driver is not interrupted in the sleeper berth; and 3. It includes anti-tampering provisions such as: limiting editing ability for ELD records by either a driver or motor carrier; required driver certification when a driver edits an ELD record and preservation of original ELD records, even when edited.

The rule also provides that if a carrier is found to have harassed a driver, it will be subject to a civil penalty for harassment in addition to a penalty for the HOS violation. The driver who has been harassed has 90 days to file a written complaint using the National Consumer Complaint Database or with the FMCSA Division Administrator for the state where the driver is employed.

In addition to harassment, employers should be aware that the rule prohibits coercion of drivers. Coercion is defined more broadly than harassment, in that it can pertain to motor carriers, shippers, receivers, and transportation intermediaries (brokers and others). Coercion is defined as a threat to take any adverse employment action against a driver, or to withhold business employment, or a work opportunity from a driver, to get him/her to violate FMSCA regulations. Additionally, carrying out a threat to punish a driver who refuses to violate the regulations also constitutes coercion. Specifically, the rule prohibits a motor carrier from coercing a driver to falsely certify his data entries or RODS. If an employer does this, a driver can also bring a whistleblower action against the employer.

While the rule offers drivers protection, the ELD mandate also provides employers with significant benefits and potential cost savings. In addition to reducing the administrative burden for employers by automatically tracking and recording a vehicle’s movement (as well as saving and storing the data), complying with the ELD mandate can save an employer money. The devices can be used to reduce waste and correct employee behavior by allowing an employer to track how much time each driver spends idling. Identifying drivers who idle too frequently or for too long can save an employer money in fuel costs. Another cost saving benefit from ELDs is that they can be used to reduce an employer’s liability when it comes to accidents by recording data that can be presented as evidence that the driver of the truck was not at fault. For example, the data can be used to show that the driver was not speeding. An additional cost benefit to an employer is lower insurance premiums. Because ELDs are seen as promoting safety by reducing driver fatigue and minimizing accidents, insurance companies will offer employers that comply with the ELD mandate better rates. Additionally, because ELDs also have a GPS tracking feature, insurance companies will offer an additional savings in premiums because the risk that the truck can be stolen is reduced.

Complying with the ELD rule can also save an employer money when it comes to maintenance costs. Because the devices are automatically connected to the truck’s diagnostic port, it allows employers to monitor fault codes. Thus, employers are able to proactively address maintenance issues. The same is true with regard to actively monitoring the vehicle through its GPS tracking device. Employers are able to track the trucks at all times with-

out having to contact the driver, while also being able to plan out more efficient routes for the trucks.

One of the biggest benefits of the devices is being able to track an employee’s driving behavior. A driver’s bad behavior, such as excessive acceleration and speeding can be tracked so that an employer can address the behavior with an employee and correct it with additional training, as opposed to threats of termination, which could constitute coercion under the rule. An employer can also use this information to reward good drivers, which increases motivation and driver retention rates.

The ELDs are required by most commercial motor carriers in order to be compliant with FMCSA’s ELD mandate. When used properly the devices can be used by employers to safeguard an employee’s safety, correct employee behavior, and as a cost saving device. However, employers have to be careful they do not use the devices to harass or coerce their employees, and that they respect their employees’ privacy.

–By Silvia Zicherman

Silvia Zicherman is an affiliate of 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.

KEEP YOUR AGGREGATE MATERIALS COVERED WITH

CLEARSPAN STRUCTURES GET INDUSTRY-SPECIFIC INFORMATION AT CLEARSPAN.COM

F or nearly 40 years C lear s pan F abriC s truCtures has been covering aggregates with dependable structural solutions. i ndustry -l eading W arranties - ClearSpan structures are built to last. With triple-galvanized steel frames and durable covers, they can withstand corrosive environments and will compliment your business for decades to come.

C ost -e FFeCtive b uilding s olutions - Drastically reduce construction costs, monthly utilities and maintenance requirements, with a structure that is superior in quality.

F inanCing a vailable - Speak to your Truss Arch Specialist today.

V isit WWW . Clearspan . Com or call 1.866.643.1010 to find out how we can help with your structure needs

www.THeAsphaltpro.com // 75

Here’s how it works

Step 2 The dual 3-foot feeding conveyors in the hopper move the mix toward the auger.

Step 3 Two independent, segmented hydraulic augers supply material to the screed.

Step 4 Two independently-operated under auger material cutoff gates help control the flow of material.

Step 1 The 9-ton hopper receives the mix.

Step 5 Material is compacted under the heavy duty electric screed.

LeeBoy’s 8520 Asphalt Paver The 8520 asphalt paver from LeeBoy, Lincolnton, North Carolina, may look like the company’s 8515 asphalt paver, but its stretched frame packs a powerful punch when it comes to commercial paving.

By extending the frame by about one foot, LeeBoy was able to accommodate a larger hopper and a bigger engine--a 106-hp Kubota Tier IV Final engine--for heavy commercial paving operations.

Here’s how the 8520 asphalt paver works.

First, the haul truck delivers mix to the 8520’s 9-ton hopper, where dual independent 3-foot feeding conveyors in the hopper floor slowly deliver mix to the paver’s two 12-inch augers.

As the paver’s hydrostatically powered, maneuverable, self-cleaning crawler type tracks move the machine forward at a paving speed of approximately 160 FPM, its height-adjustable oscillating push rollers move the haul truck forward.

Next, the two independent, hydraulically driven, segmented augers push material out to the end gates. Two independently-operated 4-foot wide under auger material cutoff gates are key to LeeBoy’s

T

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material management system that aims to deliver asphalt consistently while paving and reduce material clean up.

With the machine’s three separate hydraulic systems, one for the augers, one for the conveyors and one for the 12kw generator, the 8520 asphalt paver allows for high-production commercial output.

Then the material passes under the 8520’s Legend Heavy Duty (HD) free floating 96-inch electric screed with two 44-inch extensions and two hydraulic vibrators to provide initial compaction (up to 3400 vibrations per minute). The paver can pave widths up to 15 feet at depths between 0 and 6 inches.

At the back of the machine, a sliding control panel allows the operator to adjust augers, screed extension, cut-offs, screed, hopper wings, conveyors, grade controls, steering and lights. Screed control boxes on each side can also control extensions, cutoffs, auger and slope.

For more information, visit LeeBoy.com or contact LeeBoy sales at sales@LeeBoy.com or 704-966-3300.

– By Sarah Redohl

Here’s how it works

Step 3 Transmitter

The probe sends the signal to the PLC.

Step 4 The software interprets the signal.

Step 2 The increase in pressure in the system causes a spike that is converted to an electrical output signal.

Housing

Step 1

Step 5 If the liquid within the tank has reached the probe, the software triggers a cut-off, stopping the flow of liquid into the tank.

Flow of liquid from truck into tank

Sensitive Section

As the ambient temperature in a filling tank rises, the gas within the probe’s tube heats and expands.

TPF Inc.’s RAPTOR Probe Overfills of liquid asphalt cement (AC) can result in wasted material and serious injury. To help tanker truck drivers and operators at terminals and asphalt plants avoid overfills, TPF Inc. of Cincinnati, Ohio, has introduced the Rapid Analog Pressure Temperature Overfill Response (RAPTOR) System. Here’s how it works.

A 24-inch stainless steel, gas-filled probe is mounted vertically in the tank that is to be monitored. A 2 1/2-inch long sensitive portion, which is welded into 5/8-inch diameter housing at the base of the probe, senses temperature fluctuations as the tank is filled.

As the gas within the tube heats, it expands. Because the volume of gas is held constant in the probe, the pressure inside the system increases when the temperature outside the system increases. The increase of pressure causes a spike in the system that is converted to an electrical output signal. The mechanism at the top of the

O

78 // october 2017

probe sends the signal to the local programmable logic controller (PLC) where the software interprets the signal.

A rapid change in temperature, which can be caused by liquid’s contact with the probe’s sensitive portion, triggers a cut-off. Using slope intersect technology, the setting of slope can be adjusted to detect an overfill condition within milliseconds.

For more information, contact Chuck Stiens at (800) 903-9968 or tpf@tpftherm.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 features. Contact our editor at sandy@theasphaltpro.com.

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

$4

$5

$10

✓ 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

advertiser index Ammann.................................................................................... 27

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

Asphalt Drum Mixers................................................................16

LDA Compliance Consulting....................................................18

Astec, Inc.............................................................. 31, 42, 59, 65

Libra Systems...........................................................................25

B & S Light................................................................................32

Meeker........................................................................................13

CEI................................................................................................ 4

Process Heating.......................................................................26

ClearSpan.................................................................................. 75

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

CWMF Corporation...................................................................19

Roadtec.....................................................................................7, 8

Dillman Equipment...................................................................62

Stansteel Used.........................................................................69

Eagle Crusher.............................................................................15

Systems Equipment...........................................................23, 41

E.D. Etnyre................................................................................. .71

Tarmac International, Inc........................................................ 37

Fast-Measure.............................................................................81

Top Quality Paving.................................................................... 57

Gencor Industries................................................................11, 51

TPF, Inc......................................................................................45

Heatec, Inc...............................................Inside Front Cover, 73

Willow Designs..........................................................................81

Hot-Mix Parts.......................................................................... 47

Wirtgen America......................................................................53

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.

www.THeAsphaltpro.com // 81

That’s a Good Idea

Save on Costs with Your Professional Guide to Asphalt Mix Delivery Part 8—Safeguard the Tailgate

F

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 have seen 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 can 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 harness the potential you’ve been missing when it comes to mix delivery and haul truck fleet management.

This final installment looks at one idea to keep mix from escaping the back end during hauling or during handwork. Independent driver Steve Murray of Steve Murray Trucking in Hooksett, New Hampshire, shared the good idea he uses to keep the tailgate secure.

Once a truck body has a load of up to 23 tons pressing against its sides, older components such as a weak airline could fail under the pressure. If an air tailgate gives way from the pressure of all that weight, additional locking mechanisms that hold the tailgate closed can save the day.

Murray has installed a twist screw lock on each side of his tailgate to ensure the tailgate remains closed until he is ready for it to open. “If the tailgate pops open from pressure, the tailgate won’t actually come open because these locks will prevent it,” Murray said.

When the truck is stopped in the work zone, the dump man—or other ground personnel—reaches up and unscrews each of the screw locks that will allow the tailgate to open. Murray then backs his truck into position and presses a button in the cab

82 // october 2017

Steve Murray of Steve Murray Trucking, Hooksett, New Hampshire, uses a twist screw lock on each side of the tailgate. Photo courtesy John Ball, Top Quality Paving & Training, Manchester, New Hampshire. that releases the tailgate to open fully to charge the hopper.

For drivers who have a system like this installed on their trucks, remember to watch the crew. Sometimes, ground personnel are scarce. Make sure someone has unscrewed the locks before you release the tailgate, or you’ll have a problem that stops production.

Also note that other mechanisms for safeguarding the back end exist, but you’ll want to choose your favorite system wisely.

The screw locks that Murray uses don’t get “trapped” the way a chain and eye hook can get caught. Discuss your options with your

truck body OEM or aftermarket supplier so you get the mechanism that best suits the crews you deal with most often.

As you can see in the picture, the back of the truck also has a chute with an auxiliary handle in the lower center of the tailgate.

This allows workers to get a shovel full of mix or allows them to load up a wheelbarrow without opening the tailgate and having a rush of material fall out. The screw locks ensure the tailgate won’t accidentally come open if the air-operated tailgate cylinders or solenoids should fail when workers are behind the truck.

– By Sandy Lender

ProSizer Series

®

ProSizer® 3600 Look for the new ProSizer® 3600 designed to work in both recycle and aggregate applications to hit the market in 2017. Its robust 36” X 46” horizontal shaft impactor and up to 6’ X 18’ double deck screen will process slabby materials and RAP millings faster than ever. With the compact design the ProSizer 3600 is a one load move.

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

View All Our Equipment and Services On Our Website:

WWW.RELIABLEASPHALT.COM