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The Recycling Issue

asphaltPRO Production – Professionals – Products

Experts Share Their Secrets For Equipment Staging Success

Seal the Southeast

• How to Build an ADA Ramp • How to Rejuvenate Your Recycling • C.W. Matthews Crushes Pavement Maintenance

February 2017


Heatec’s capabilities to build heating systems for asphalt plants are unmatched by competitors. What that means for you is the size or your tank farm is not an obstacle. It means easier installation, higher efficiency, lower fuel costs, better service and support, easier maintenance, and longer lasting equipment just to name a few advantages. We do it right at Heatec. Get more details at or give us a call at 423-821-5200.


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H E AT E C , I N C .

an Astec Industries Company

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asphaltPRO February 2017



Editor’s Letter

5 – You Can’t Have That…Yet

Around the Globe 6


8 - Safety is About Stories, Not Statistics By Sarah Redohl


14 - Ramp Up Your ADA Builds By Sarah Redohl


16 – Staging for Multi-Day Commercial Projects Here’s what you should have on hand and where it needs to be throughout the day for an organized and efficient job site. By Sarah Redohl


22 – U.S. Asphalt Seals the Southeast By Sandy Lender




26 - Here’s How the Aussies Build a Parking Lot By Sam Wade


4 – Check Out New Production Equipment, Services By AsphaltPro Staff


52 - Top Tips for a Clean Mat By John Ball



54 - Be Prepared for Possible Audit with Revised I-9 Employment Verification Forms By Lorraine D’Angelo


56 – Mauldin’s 1750-C Asphalt Paver 60 – KM International’s T2 Asphalt Recycler


66 - 5 Tips to Comply with Electronic Logging Mandates in 2017 By Sarah Redohl

Feature articles 30 – Sudden Impact Georgia company manages RAP with new crushing By Tom Kuennen 36 – Take Risk Out of Recycling By Amy Chiconas 40 – Recycle Roads in the Sunshine From Volvo

The Recycling Issue


Experts Share Their Secrets For Equipment Staging Success

Seal the Southeast

• How to Build an ADA Ramp • How to Rejuvenate Your Recycling • C.W. Matthews Crushes Pavement Maintenance


on the cover

Stage equipment correctly to get a project that flows smoothly from start to finish. See related article on page 16. Photo courtesy Steve Brahney of Brahney Paving and 1-877-FIXASPHALT, in Mullica Hill, New Jersey, and Wilmington, Delaware.


It’s more than the high fuel efficiency. It’s more than the 6 inch insulation. More than the fact CEI has produced some of the most efficient asphalt heating & storage systems available, since 1969. CEI backs its products. Period. With thorough engineering, high-quality manufacturing, dedicated service, worldwide parts support, and annual training, CEI offers you the kind of fullcircle support you’re looking for.

C E I E N T E R P R I S E S an Astec Industries Company 245 WOODWARD RD SE • ALBUQUERQUE, NM 87102 USA • 800.545.4034 • FAX 505.243.1422 •

editor’s Letter You Can’t Have That…Yet

Government overreach in the form of the Environmental Protection Agency (EPA) often dictates how you run your business. When it comes to engine particulate emissions, the EPA currently mandates how you run each piece of equipment on your jobsite, and the regulations have already cost all sizes of businesses real dollars. Buckle up, hombres. Here’s another cost the engine mandates are bringing to the table. You can’t save money by purchasing a pre-owned Tier 4 Final-compliant machine…yet. Have you tried to purchase a used paver lately? If so, you know it will be challenging to find a machine with a Tier 4 Interim or Tier 4 Final engine in the auction lots. Maybe you don’t need a Tier 4 machine just yet. Depending on which state of the union you operate in, the number of machines in your fleet versus the number already grandfathered into service, the size of the engine in the machine you’re after, etcetera, you will eventually be in the market for a machine that meets Tier 4 Final engine requirements. Please don’t read too much angst into my message. Most readers of AsphaltPro know I’m a sucker for saving the planet—particularly sea turtles, endangered parrots, gopher tortoises that require HMA plant permits incorporate fancy fenced-in areas with scrub grasses—so there are elements of the EPA that I find necessary and salvageable. Unfortunately, some special interest groups got carried away when it came to regulating Nitrogen Dioxide and particulate matter. As of 2017, our newest models of construction equipment feature engines that fit into one of the final sets of tiers of air-scrubbing efficiency. Depending on the level of filtering the engine can achieve, your machine may be in compliance. Or it may not. If your machine is grandfathered into compliance, that’s great for current-day work. Keep on keepin’ on. But when it’s time to retire that machine and replace it with a newer model, what’s your gameplan? Here’s how to deal with the reality in front of us. Best maintenance practices keep your equipment around longer, obviously. The “Keep it Up” and “That’s a Good Idea” departments of AsphaltPro are designed to assist with that very concept. Our online training course has a module devoted to equipment maintenance for the basic equipment in the paving train. Proper maintenance is that important to the bottom line. If you need to purchase a second or third machine for your fleet, going to the auction yard may no longer be your best bet. You will essentially be forced into upgrading to Tier 4 Final/Stage IIIB in the near future if you want to remain in compliance for successful project bidding. If you go to Yoder & Frey or, you are not likely to find a pre-owned P385B commercial paver from Weiler, launched with a CAT 3.4, Tier 4, 100-horsepower engine in April 2016. Do you think you’ll find a pre-owned Vogele Super 2000-3i, 10-foot paver with 6-cylinder, 250-horsepower, Tier 4 Final Cummins engine, which was launched in March 2016? Probably not. But you will find these in the booths at CONEXPO-CON/AGG next month…brand spanking new. The overall concept is laudable. Back in 1998, the EPA was estimating that reducing NOx emissions by 1 million tons per year would be equivalent to taking 35 million passenger cars off the roads. To accomplish this, without irritating 35 million voters, the campaign to reduce CO, NMHC, NOx and PM from off-road construction equipment engines went into motion, and the deadline for engine manufacturers has come. January 2017 saw the final implementation of much designing, much engineering, much labor and much ingenuity to bring our world the ability to perform necessary infrastructure development with cleaner, more efficient machines. It may be a few years before we see Tier 4 Final machines in auction lots, making the used equipment fleet a mixed bag as far as I see it. Perhaps the January 2017 Tier 4 Final deadline is the catalyst that forces businesses of all sizes to implement serious regular maintenance routines and a plan for new equipment purchases, if those protocol aren’t already in place.

February 2017 • Vol. 10 No.5

asphaltPRO 602 W. Morrison, Box 6a

Fayette, MO 65248 (573) 823-6297 Group publisher Chris Harrison chris@ publisher Sally Shoemaker (573) 823-6297 editor Sandy Lender (239) 272-8613 ASSOCIATE EDITOR Sarah Redohl (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

Stay Safe,

Sandy Lender // 5

around the globe

Industry News and Happenings from Around the World France

The company is based in Kohler, Wisconsin, but Kohler Power System unveiled an all-new range of large diesel industrial generators at a global launch event in Strasbourg, France. The KD Series includes generator sets between 800 kVA and 4,200 kVA, and they’re available globally.


India was predicted to import 1 million tons of bitumen in 2016, the majority of that from the UAE and Iran, even though monsoon season negatively impacted demand for a couple months. For example, imports were down 70 percent during the month of July 2016, and the country’s exports were up 130 percent during the month of August while imports waned. Watch for the first Asia, Middle East and Africa (AMEA) Bitumen Conference to be jointly organized by Petrosil’s Bitumart and Rex Fuels in Mumbai this July 12 through 13. Source: Petrosil Media’s India Bitumen Annual Report

New Zealand

Naughty parrots have been moving traffic cones in New Zealand. According to the NZ Transport Agency’s Milford Alliance team, kea have been moving the cones stored at the Homer Tunnel, which is the entrance to Milford Sound. Kea Conservation Trust Chair Tasmin Orr-Walker thinks the kea might be trying to get tourists to bring them food. Source:


According to Petrosil Media’s Bitumart, Russian firms joined to sign an MOU to start a polymer bitumen production plant in India in fourth quarter 2016.


Pro-Sapien Software Ltd., Glasgow, Scotland, has launched a new resource to help oil, gas and energy companies streamline their safety processes. The download advises senior leaders and safety professionals how to use information-driven decisions to protect employees. Visit


The Swedish Institute for Quality’s (SIQ) 2016 Quality Innovation of the Year Award in the Potential Innovations category went to Volvo Construction Equipment for its HX1 prototype, au-

6 // FEBRUARY 2017

tonomous, battery-electric, load carrier. The futuristic machine is one element of a present-day electric site research project.

United States

Your AsphaltPro magazine staff members are headquartered in Missouri, but share news from all over North America. We welcome you to join us on the web at Like us at Ask our editor how to join the Sharing Asphalt Group on facebook to help promote your asphalt business.


Get your registration in for the Alabama Asphalt Pavement Association (AAPA) 27th annual asphalt paving conference, March 22 through 23, 2017, at the Birmingham Marriott, Birmingham, Alabama.


Sign up for the Arkansas Asphalt Pavement Association’s annual convention, to be held March 15 through 17 in Branson, Missouri. Visit www. for information.


Plan ahead to attend the Association of Asphalt Paving Technologists annual meeting March 19 through 22, 2017, in Newport Beach, California.


The Colorado Asphalt Pavement Association has awarded CAPA/APWA Asphalt Scholarships to seven members of industry who will receive a tuition waiver and travel/lodging stipend of $1,200 each to attend the NCAT Asphalt Technology Short Course at Auburn University Feb. 20 through 24, 2017. Congratulations to the recipients.


Kirsten Pauley, P.E., has been named technical director for the Asphalt Pavement Association of Indiana (APAI). Pauley is a 2001 graduate of Purdue University and has experience in civil/ site design, aviation design, utility design and pavement design.


The 2017 Greater Iowa Asphalt Conference & Equipment Expo will be held at the Des Moines Airport Holiday Inn Conference Center March 1

through 3. You may want to plan your visits to exhibitors’ stands ahead of time to ensure you get to ask your questions of them; APAI had a record attendance at its 61st Annual Convention Dec. 1 through 3, 2016. At the Quality Paving Awards luncheon, staff announced APAI members had funded over $32,000 in scholarships for Iowa engineering students. An auction during the Presidential Banquet raised over $27,000 for the APAI Scholarship Fund.


AsphaltPro magazine, headquartered in Missouri, will soon launch a comprehensive online training course designed to equip each member of your paving crew with the knowledge he or she needs to succeed. By taking the course in the comfort of your office, crew members will learn specific job responsibilities, tips for staying safe on the job site, how to maintain key equipment properly, how to prepare for paving the perfect mat, how to build the takeoff ramp, how to determine fluff factor and yield, and additional elements for top quality paving. Visit for more information.


• What are you doing after CONEXPO-CON/ AGG? There’s no time for rest! Get registered for the 2017 Ohio Asphalt Expo March 14 through 15 at the Columbus/Polaris Hilton Hotel in Columbus. There’s information at • Auctioneers of heavy construction equipment, Yoder & Frey of Holland, Ohio, have merged with Euro Auctions of Dromore Co. Tyrone, Northern Ireland.

Rhode Island

VIBCO Inc. shared that co-founder Aina E. Wadensten of Charlestown, Rhode Island, passed away Dec. 1, 2016, at the age of 84. She is survived by her husband of 58 years, Theodore “Ted” Wadensten, with whom she immigrated to the United States from Sweden with the dream of building a company. They founded VIBCO in their backyard in 1962.


Add the 2017 Utah Asphalt Conference to your calendar for Feb. 22 through 23 at the South Towne Expo Center. Visit UAPA-Events for details.


© 2015 ROADTEC.INC. ALL RIGHTS RESERVED 1.800.272.7100 423.265.0600

safety spotlight

Granite gathers some stories to share company-wide, while other stories stay within one crew, state or region.

Safety is About Stories, Not Statistics Anyone who has ever had a close call when it comes to safety has a story to tell. Although most of us choose to share these stories only with our close friends and family (and maybe our crew), Granite Construction company believes every story can be a learning opportunity for the entire company. The Watsonville, California-based company gathers stories every year from its nearly 4,500 employees around the United States of incidents, near-misses and simply reasons to stay safe out there. But this is just a part of Granite’s safety program. For them, safety is part of company culture, from the top to the bottom. That’s why Granite was recognized with an honorable mention for its outstanding corporate worker safety program by the American Road and Transportation Builders Association at the end of 2016. In fact, Granite has won the award three of the past five years. “I think we’ve been on the leading edge of safety for a long time,” said Granite’s Director of Safety Bob Johnson. “We got away from rules and regulation-based safety—not that you don’t follow rules— but we’ve started down the path of behavioral safety. We promote a safety culture rather than a ‘do it or you’re fired’ culture.” In order to even be considered, every applicant has to meet certain insurance EMR and OSHA recordable rates. From there, two finalists are selected to present to ARTBA’s panel of judges. “In the construction industry, most incident rates are around three or four, but Granite’s is a 1.2,” Johnson said. “That’s just a number to get you in the running. What makes us successful, though, is what got us to that number.” It’s apparent that ARTBA agrees. “Granite in particular has always stood out [in this contest] because they innovate and they’re never happy with where they are,” said ARTBA Senior Vice President of Safety Brad Sant. “They’re always looking for new ways to be better. That innovation is one of the most important elements demonstrating their ongoing commitment to safety.” Johnson said Granite’s employees are the “nuts and bolts” of what makes the company’s safety culture succeed. “We take care of them and we coach them on how to take care of each other.”


8 // FEBRUARY 2017

Ultimately, he said, it comes down to three things the company believes in, from the top to the bottom: • Make it personal. • It’s about stories, not statistics. • People, not projects.

Make it Personal

Several years ago, Granite started asking its employees to take every safety issue personally. “Over the past several years, we started down the path of relationship-based safety, taking it beyond behavior-based safety,” Johnson said. “If we do that, we begin to see the human side of safety.” To change every employee’s perspective on safety, Granite began by simply telling stories: success stories, of course, but also stories of failures. “We get our people talking about more than our OSHA rates,” Johnson said. “Putting those on the wall doesn’t motivate people, but when they hear a fellow worker talking about how something affects their life, it’s much more motivating.” Over the years, Granite has compiled hundreds of these stories. They have an annual contest to collect 60-second videos of their employees sharing safety stories, tips and reasons they want to stay safe on the job. “They can be a guy on a crew talking about how they hurt their finger one day, but it could also be a story of something really tragic that happened over the year,” Johnson said. For example, Johnson recalls a story they received from an employee whose son-in-law was killed in a construction accident more than a decade ago at a different company. “He wrote this unbelievable story in print that we sent out to everyone,” Johnson said. “When you hear the stories of how it affects people going forward, everyone takes that home with them and it lasts.” Other times, the videos are more lighthearted. “In another video a guy wrapped his kids in bubble wrap.”



The Roadtec “Shuttle Buggy” material transfer vehicle (MTV) provides unequaled performance to other MTVs and is required extensively by government road departments worldwide to achieve consistently high quality asphalt pavement. Pavement lifespan tests have shown that a temperature differential of less than seven degrees Celsius in the mat behind the paver is key to even compaction and pavement durability.

With Shuttle Buggy Infrared imaging behind the Shuttle Buggy™ MTV in tests conducted in the U.S. as well as in Europe has shown that the machine easily and consistently remixes to achieve temperature differential below the seven degree Celsius threshold. This proven performance has led not only to the machine’s popularity all over the world, but also allows contractors to earn maximum smoothness bonuses and win quality awards, while improving production.




Without Shuttle Buggy


safety spotlight For its video contest, Granite offers a first place prize of $1,000, based on employee votes. However, Johnson said, it isn’t really about the incentives. “We don’t do a lot of incentive-type programs,” Johnson said. “It’s not like we give you a ball cap if you don’t get hurt. We know if we teach it right, people will do it for the right reason.”

People, Not Projects

In addition to its video program, Granite also participates in common safety programs, like new hire orientation, regular safety meetings and daily toolbox talks.

For Granite, safety is a part of the culture year ’round, not just during Safety Week.

Granite also makes a point to use peoples’ names for every incident. “We don’t just say a laborer got hurt in New York,” Johnson said. “We need to know that laborer’s name. He had a name when he left his house that morning so he needs a name at Granite. It’s a small thing, but we really believe people are people.” Of course, they also participate in all the common safety programs, like new hire orientation, regular safety meetings and daily toolbox talks, and encourage employees to speak up if they see something wrong. “We really push the message of you have the right to speak up, and that’s what we want them to do,” Johnson said. But he knows safety has to be important to everyone in the organization, whether at the job site or in the office. “It starts at the top,” Johnson said. “Our President Jim Roberts is a big backer of all our safety programs, and every manager at every level echoes that mentality.” “If I’m going to give a shout-out, it’s to all the people that work so hard for Granite every single day,” he continued. “They have nothing but a plastic cone between them and death, with 18-wheelers flying by. That’s who deserves the credit.” Johnson recalled last year’s corporate leadership conference of a couple hundred leaders within the company. “We had a couple of our people come up and tell stories about their involvement in a very tragic accident that I can’t discuss because it only happened a couple of years ago, and the room was almost entirely in tears,” Johnson said. “That really kicked us off to do this right. That was really powerful.” – By Sarah Redohl

Granite President and CEO James H. Robert’s Personal Safety Covenant

Granite began collecting videos of stories from employees that motivate others to keep safety in mind on the job site. Granite distributes some of these videos throughout the company. Others stay regional or remain with just one crew. Those sent out to everyone are shared in the company’s Monday Minute emails and shared in each crew’s safety meetings. “We’re very mindful of what the person who told the story wants,” Johnson said. “Some of them are given to us in confidence, so we always check with everyone before sending it out.”

10 // FEBRUARY 2017

I will always focus on safety observations when visiting any Granite site, and immediately share my thoughts if I see anything that is out of the ordinary or concerns me. I will perform the same observations while in any Granite office or in meetings away from our offices. I will engage with my family to ensure that the physical space around my home and their homes are safe and provide a healthy environment for children. I will continue to be a safety leader in the industry to help bring awareness and heightened safety expectations to all construction workers in the U.S. I will do this by participating and leading CISI and other industry associations to focus on a safe work environment and the well-being of all employees.


(verb) \uhp-sahy-kuh l\:

To reuse material in such a way as to create a product of higher quality than the original:

Ultradrum A.R.E. 50%

UltraRAP 70%

I t seems any plant these days can recycle, but have you ever asked about the quality of the mix produced? With higher RAP percentages comes the problems of degradation of the mix.

That’s why Gencor developed the innovative UltraRAP and MegaRAP concepts, which can process 70% and 100% recycle without superheating and degrading the quality of the mix. The result is a noticeably superior and consistent mix. So if you want superior high RAP capability, don’t just recycle ... Upcycle. Call Gencor today and learn how you can “Upcycle”. 407.290.6000 or visit www.

MegaRAP 100%

mix it up

Ramp Up Your ADA Builds More than 25 years after Congress passed the Americans With Disabilities Act, compliance with the law can still be confusing. That’s because ADA requirements are a set of national rules, but your clients are also responsible for meeting state and local requirements. According to Julie Brinkhoff, project director at the Great Plains ADA Center, the best option to ensure you fulfill local requirements is to check your state’s building code and ask local code enforcement officials. You can also get in touch with your regional ADA center for further local information. However, it’s important to also know the national requirements for ADA-compliant parking lots—and more specifically, ADA-compliant ramps—and how to pave them correctly.


Choose Your Material

According to Bryan Wulfenstein of Wulfenstein Paving, Pahrump, Nevada, nearly 90 percent of the ramps it completes are made with asphalt. “There have been a lot of property ownership changes here with the economic downturn,” Wulfenstein said. “Before the exchange, the previous owners could operate without a ramp and were grandfathered in.” “Now the new owners have to fall under codes and meet ADA requirements, so we’re having to build ramps into those existing properties,” Wulfenstein said. “Lots of times they don’t want to spend the money on concrete so we do it out of asphalt.” The decision of whether to make the ramp out of concrete or asphalt of course must consider cost, but Wulfenstein said it also depends on the layout of the job. Although many curb ramps may be built into the sidewalk, sometimes you may be constructing a built-up curb ramp leading to the sidewalk. “If we’re doing the ramp within the sidewalk, it’ll probably be made out of concrete,” he said. “If we’re building one up to the sidewalk, we make it out of asphalt.” When it comes to selecting a mix to construct an ADA ramp, Michael Heitzman, assistant director at the National Center for

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Asphalt Technology, recommends paying attention to your area climate. “Certainly where you have cold, icy climates, you’ll need a different mix than you would down south,” he said. “I don’t see the contractor or designer suggesting a special mix for a ramp, other than what they’re paving on the project itself.”

Know the Law

According to the ADA Accessibility Survey Instructions for Curb Ramps, “A built-up curb ramp consists of asphalt or concrete that is poured and shaped into a ramp that runs at a 90-degree angle away from an intact curb down to the roadway.” These built-up curb ramps cannot project into the path of cars, including anywhere cars are allowed to drive or park, as well as access aisles. The instructions also outline that builtup curb ramps should have flared sides with a slope of no greater than 10 percent, or they should have edge protection and handrails on the sides. The ramp itself (not the flared sides) is called the ramp run and should be at least 36 inches wide. There should also be another 36 inches of flat surface between the top of the ramp and the edge of the sidewalk. The slope of the ramp run shouldn’t exceed 8.3 percent for new construction built after Jan. 26, 1991. For alterations made after that date, the slope should be 10 percent or less for a 6-inch rise or 12.5 percent or less for a 3-inch rise. There are also rules regarding slope across the width of the ramp—the cross slope—which may not exceed 2 percent. Although getting the grade of the ramp itself is important, the area around the ramp is also subject to regulations. The pavement leading up to the start of the ramp cannot slope more than 5 percent, and the transitions of the ramp at the top and bottom must be flush with surrounding pavement—no abrupt level changes allowed. According to the ADA instructions, curb ramps have to be located somewhere they won’t be obstructed by parked vehicles. Detectable warnings—those dome-shaped bumps you are likely familiar with—must

cover a portion of the ramp—to assist people with vision issues—when working on ramps leading between pedestrian-only areas and roadways.

Know How to Pave It

Sometimes Wulfenstein’s crew may incorporate part of the ramp’s slope while they do the grading, but most of the time it’s easier to build the ramp from scratch. “If I’ve paved the whole lot, I’ll let it cool so I can tack the area I’m putting the ramp before I build it up,” he said. Mitch Wicker, general superintendent at Barriere Construction, New Orleans, also agrees that tacking is an important step when building an ADA ramp. “We mill a joint around the perimeter of the ramp so it doesn’t slide and makes a better transition,” Wicker said, “and then we sweep and tack the area.” Most of the ramps Wicker has paved are large—the last one was 140 by 140 feet across the front of a store entrance. When the ramp is large enough, the crew will use a paver and a small roller to complete the job. When Barriere does the smaller ramps by hand, the crew uses a small Bobcat with a mill head attachment to score the edges to ensure a smooth transition. Because of the regulations surrounding ADA ramps, it’s very important to check— and double-check—your grade along the way. For Wulfenstein, that means checking the grade with a smart level while building the ramp, as well as before and after rolling. Heitzman also noted that proper compaction on asphalt ramps—as with any project—is key. “If the ramp is compacted properly, no stones will be higher than the rest of the surface,” he said. “Chip seals and other types of products could have stones exposed on the surface, but not hot mix asphalt.” Wulfenstein’s crew tamps the edges with either a hand tamp or a plate compactor and will often perform a fog seal to prevent raveling. “The real key to paving ADA-compliant ramps with asphalt is attention to detail,” he said. “You don’t want to have to go back.” – By Sarah Redohl

project management

To keep equipment safe and out of the way, Brahney tries to park equipment close together on the lot. All photos courtesy of Steve Brahney.

Staging for Multi-Day Commercial Projects Here’s what you should have on hand and where it needs to be throughout the day for an organized and efficient job site.


You’re on a commercial lot for a project that’s going to take you three or four days to complete. You don’t want to have to send a laborer back to the shop to pick up buckets of release agent, a plate compactor or an extra diamond blade. You don’t want to get to the end of day one and realize you don’t have temporary paint to put down lines to open a parking area to traffic. To tackle these sorts of jobs—especially if they’re new to you and your crew—organization is key. You need to know what to bring to the job site and who to bring to

16 // FEBRUARY 2017

the job site. But that’s only half the battle. You also need to know where each piece of equipment needs to be at the start of each shift for an organized and efficient day at the job site. Here’s how three industry experts approach staging strategically.

Prepare for the Job Preparations for every job should start way ahead of the work day. “What makes Mid-Ohio Paving work well is my salesman, Charlie Stewart, is good about preparing job folders for me,”

said Chase Nichols of Mid-Ohio Paving, Centerberg, Ohio. In those job folders are all the notes he made during the estimate, as well as a copy of the estimate. “We also talk about every job a week or so ahead, what equipment is needed and where so I can stage it out ahead of me and my crew.” Nichols said it’s key to coordinate between sales and operations to know what equipment to have on the job. That might mean a return visit to the property for the estimator shortly before the job begins. “Say Charlie did an estimate this fall for a job in the spring,” Nichols said. “He’ll

Ideally, you want to stage equipment in the order you plan to use it. revisit the site to be able to give me current scenarios, just in case something has changed since the estimate, like weeds that have grown up, dumpsters that have been moved, or abandoned vehicles.” For Steve Brahney of Brahney Paving and 1-877-FIX-ASPHALT, in Mullica Hill, New Jersey, and Wilmington, Delaware, preparations also begin with the estimate. “Anything we need, equipment-wise, I usually pull out of my estimate,” he said. “At the very beginning of the job, I already know which pieces of equipment I’ll need, how many barricades I’ll need, everything.” Then as the job draws closer, it’s much easier to get everything on that list to the job site.

Get Equipment to the Job

When it comes to multi-day projects, Brahney prefers to stage the day before. “We want to avoid the possibility of our equipment getting caught in a traffic jam while our crew waits at the job site the

morning we want to get started,” he said. If the plan is to mill in the morning and pave in the afternoon, he also makes sure the milling equipment will be the first to arrive. To get everything to the job site, Brahney subcontracts with a company with a lowboy to move his equipment. “We find lowboys are best to move everything because they can move more than one thing at a time,” he said. Another benefit of using lowboys is Brahney can get most of the gear he needs to the job in just two or three trips rather than the six or seven trips it might take to haul everything with smaller trailers. According to industry expert and retired paving superintendent Ray Eisner, equipment can be on the job the night before half the time, but the other half of the time, it may need to arrive the morning of. If that’s the case, it’s usually being serviced and loaded at 4 or 5 a.m. to make it to the job site before the crew does.

Nichols also prefers staging the day or night before. “Typically the way we operate, our prep equipment usually sits there ahead of time waiting for us to get there,” he said. “Then we show up and prep the job site as our paving equipment is being mobilized.” To get its equipment to the job, MidOhio Paving uses two 53-foot lowboys, both pulled by W900 Kenworths: one Eager Beaver detachable trailer with a removable goose neck and a removeable third axle for 100,000-plus-pound moves, and one Nuttall trailer especially made for asphalt pavers. “With the Nuttall one, you don’t have to worry about the hassle of detaching from the trailer,” he said. “And the ramps are at a slight slope so you don’t have to worry about the screed or augers dragging.” The removable goose neck trailer is designed for equipment that is a bit wider or bigger, because it is loaded from the front and its deck is quite a bit lower to the ground. // 17

project management Typically, Nichols moves two skid steers with various attachments—depending on the job—on one lowboy and then moves its paving equipment, with the paver and a small vibratory roller, on the second lowboy. The company also has a water truck with a small equipment trailer to pull the finish roller. “That’s a key point,” Nichols said. “The finish roller is able to be hauled alone. That way, the paver and breakdown roller can be loaded and transported without rushing the finish roller, since it’s usually working for another hour after we’re done.” During the day, Eisner said, it’s important to either return your lowboys to the yard or keep them well out of the way of your crew. “In most cases, since our lowboy drivers may also haul mix, they can pull the empty trailer along with their last load of asphalt and that’s legal in most states,” he said. “That way, they can unhook the trailer at the job site, unload their mix, and then load up the equipment.” Mid-Ohio’s smaller tools, like blowers, shovels and lutes, arrive with the crew. In addition to more common tools, Nichols’ crew always has a weedwacker to tackle any overgrown grass and a 12-foot extendable pole saw to remove tree branches that could get in the way of its dump truck beds. “We make the owner aware of what branches we may cut during the estimating process,” Nichols said. “But we also have a conscience when we’re trimming trees. We don’t butcher them.”

When staging for a multi-day commercial job, it’s important to plan where your equipment needs to be at all times so your crew has what they need to succeed without returning to the shop or driving over the newly laid mat.

Stage your Job Site

As the equipment arrives, Nichols’ crew knows the importance of staging their equipment so it won’t be in the way when they arrive and get started in the morning. “It’s important to place things on the job to make morning procedures easiest,” Nichols said. “When you’re staging the night before, you always want to make sure you’re making it easy for the operator to check the engine fluids the next day.” For example, because his skid steers’ engine compartments are on the back and require a bit of space to open, he makes it a point not to park them too close together. His crew also makes sure the hopper is down to allow access to the engine panel needed to check the engine oil on the paver.

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At minimum, Brahney said the equipment is surrounded by safety cones with flashing lights and “No Trespassing” signs, like you see here. “If you don’t, the next morning, the operator will have to start it, move it, let the fluid settle and then check,” he said. “And nine times out of 10, if you don’t make it easy, that operator may not check it in the morning. You have to make it easy.” You also must consider what order the equipment will be used in.

“Have you ever heard the term, ‘You don’t want to paint yourself into a corner’?” Chase said. “That works directly with paving.” For example, he said, if you’re on a multiday paving job, you don’t want to park your paver overnight where you need to shoot tack in the morning. “Then you have to move it before you shoot the tack.”

Typically, if he’s starting on one side of the job—let’s call it “Point A”—his prep gear is lined up in order of use in that corner. As the crew moves forward with its preparations, the paving equipment will be parked in order of use near Point A. “Then [the area] is already clean and ready for asphalt the next morning,” he said. “And I’ll usually pave in the same pattern—from Point A to Point Z.” For Brahney, the paving equipment is often off the jobsite entirely, on a side street or a neighboring property if possible, while the site is prepped, and vice versa. “The only equipment we want on the job is what we’re using for the task at hand,” he said. “We don’t want to keep moving things throughout the day.”

be a pain in the butt because you may have to move things again in the morning, but it’d be much worse to get to the job site and be missing something.” At minimum, Brahney said the equipment is surrounded by safety barrels with flashing lights and “No Trespassing” signs.

“We’ve also started to post limited liability signs,” he said, to prevent people from climbing on equipment, getting injured, and potentially suing his company. He’s also sure to take photos of the signs with GPS and time tags, just in case an issue does arise. “Our insurance company loves us for it.”

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Keep Equipment Safe Overnight

Even more important than staging equipment strategically is staging equipment safely. Both Brahney and Nichols stress the importance of parking equipment in a welllit area that’s out of the way. “Even if it may not be entirely out of the way, we’d prefer to park our equipment in a well-lit area—preferably with security cameras nearby—to prevent theft and vandalism,” Brahney said. He’s also sure to notify any security personnel that once the crew leaves, no one should be near the equipment unless they arrive in a company vehicle. According to Brahney, skid steers are among the most commonly stolen equipment because of their skeleton keys matching other machinery. “To prevent that, we lock a lot of our equipment together and try to park the smaller equipment in the middle, put it against a curb, or lock it against a building,” he said. “We sort of try to create a moat around them.” Nichols also makes it difficult for wouldbe thieves to get to anything removable: batteries, electronic devices and hand tools. Since Brahney’s crew typically has to stage for safety the night before, the next morning typically starts with staging equipment for the actual prep and paving process. “We always try to keep the equipment together for safety reasons,” he said. “It can // 19

project management Start the Day

According to Brahney, every day should start with a crew huddle. “For example, if we’re working on a shopping center and we want to pave before they open at 10 a.m., we need to start milling at 3 a.m. and the guys will know we need to start paving by 6 a.m.,” he said. “Once everyone knows the game plan, we don’t have to give much direction.” But there are some special considerations the foreman on the job might still need to tackle. For example, since the first day of a multi-day job is typically a prep day, that’s when Nichols scopes out the job site for an area to heat the tack truck and clean out the haul trucks and paver. “If I’m working in a city, I might look for an adjacent lot with a lot of potholes and offer to patch them or some type of accessible area where mix could be placed in a respectable manner,” Nichols said. If there’s nowhere to clean out the paver, he’ll plan to run the material out onto the

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ground and reload it onto the last dump truck. If there isn’t an area where the residue from washing out the paver can easily be cleaned up, he’ll pull it onto the lowboy and very lightly spray it with release agent and will thoroughly clean it and the trailer deck later. Another thing to consider is the tack truck. If you’ll need to shoot tack, you’ll need to make sure to give it enough time to heat up. “If I don’t have to worry about customers or employees, I’ll apply the tack the night before to give it plenty of time to break and prevent tracking,” Nichols said. However, he estimates that 70 percent of his jobs require the crew to apply tack the same day it’s paving. “You need to think about where the tack truck should heat up,” Nichols said. The first thing he looks for is a safe area, and, if he has the option, he prefers that the tack truck heat near Point A. “Probably somewhere like Point D,” Nichols said. He also makes sure there is always someone trained to operate the distributor within 25 feet of the truck while it’s heating.

“During that time, this employee can be doing anything he can to be productive within that area, like cleaning the distributor truck and keeping materials from building up and creating a safety issue,” Nichols said. On a recent chip and seal job, a hired transport made a point to tell him Mid-Ohio’s tack truck was the cleanest he had ever seen. “A clean tack truck is a happy tack truck.”

Get the Crew to the Job “We run two or three crew pickups daily and everyone meets at the office and we transport them to the jobsite to minimize employee vehicles on the job site,” Nichols said. “Otherwise you also have to find a spot for them to park.”

While You Work

During the work day, it’s important to anticipate and plan for your crew’s needs. For example, Nichols always has the water truck following the finish roller so the operator never needs to travel far for water. “Having the water source close also means the drums are less likely to get dirty and track contaminants onto the mat,” Eisner said. The crew trucks are usually running ahead of the paving train, which also allows them to act as traffic support as the crew ends the job by paving the lot to meet the street. When it comes to access to hand tools, Nichols said some crew members needing hand tools always have the tool in hand. For example, his lute guy, Phill Bowers, is never without his lute throughout the day. For other tools, like shovels, he expects the crew to put them back on the screed of the paver whenever they don’t need them throughout the day. Another consideration Nichols must make is how to handle his haul trucks. “I like to have one truck in the box and an additional truck on site so there’s no waiting,” he said. To ensure that can happen, staging strategically is key. Typically, Nichols has the next haul truck 100 to 200 feet ahead of the paver, depending on when he expects to need that asphalt. “On anything larger than 100 tons or so, I like to let two or three trucks stack up before we crack the first one,” he said. “This helps set the spacing with haul trucks.”

Another important thing to keep in mind is making sure you aren’t leaving any equipment back where the crew began paving, because you won’t be able to drive on top of the new asphalt, Brahney adds.

End the Day

According to Brahney, skid steers are among the most commonly stolen equipment because of their skeleton keys matching other machinery. To prevent this, he locks equipment together or to immovable objects. “Just the other day we were paving a 60-foot by 750-foot lot, so we paved six 10-foot-wide passes,” Nichols said. “After that first pass, we had an idea of how many loads it takes to complete each pass and we adjusted from there.” Ninety percent of the haul trucks on Nichols’ jobs are Mid-Ohio trucks, and all of his drivers know they need to scrape the tailgate with a putty knife after every load—not where the lot meets the road, but towards the end of the job—at corner X or Y. “When the truck leaves the paver, it’ll go to that predetermined spot and raise the bed all the way up and scrape that tailgate off,” Nichols said. “A lot of times, haul truck drivers will want to clean out 30 or 40 feet ahead of the paving train and you’re constantly having to clean a mess right ahead of the paver. We don’t do that. We think ahead. We leave no mess.” To ensure every driver knows the procedure, the crew member who is responsible for getting each driver’s load ticket reminds every driver where to clean out during the first load of the day. Towards the end of the day but before needing to pave that area, all that material makes its way into the last dump truck of the day. Depending on the layout of the lot, Brahney said, it may also be important to consistently have a skid steer with asphalt nearby for when you’re paving around obstructions. “That kind of job isn’t like paving a long distance where you might not need a skid steer until the end of the job,” he said.

At the end of every shift, there are a number of maintenance and safety items to check off your list. But what about preparations for the next day? Both of Mid-Ohio’s crew trucks are equipped with auxiliary fuel tanks, and Nichols is very strict to make sure the crew refuels at the end of the shift to prevent condensation from forming inside the fuel tank and reducing his equipment’s efficiency. “I think it’s also faster to fuel at the end of the shift because it will get done quickly, since everyone is trying to get done and get home,” Brahney said. “If it’s done in the morning, it tends to drag out.” “It’s best to fuel at night, so in the morning the crew can get off to a good start and there’s no messing around,” Eisner said. He also stresses the importance of cleaning and greasing the paver at the end of every shift and tidying up the job site. “The guys also need to clean their tools off and look around the job site, sweep up after themselves, pick up trash, and make sure all tools are back on the foreman’s truck,” he said. Not only does stowing the tools every night deter thieves, it’s also a matter of safety. “If you leave a shovel out and someone steps on it and gets hurt, you’re opening yourself up to lawsuits. Cleanliness is Godliness.” In summer, Eisner said it’s best to fill the rollers up the night before. “But this time of year, you have to drain them every night,” he added. When the weather gets below freezing at night, the crew should run a solution through the spray system so the nozzles aren’t frozen in the morning. Unless it’s the last day on the job and you’re packing up, Brahney said it’s important to remember the safety of your equipment overnight. “It’s important to re-secure all equipment, lock everything, make sure all safety checklists are followed, barricade or caution-tape the area, etc.,” he said. – By Sarah Redohl // 21

Contractor profile

Earnest R. Beckner, Jr., poses at an airfield sealing project. His company, U.S. Asphalt Maintenance LLC, based out of Richmond, Virginia, is a member of the National Veteran Owned Business Association and a licensed Class “A” Virginia Highway Heavy Contractor. Check them out at All photos courtesy U.S. Asphalt Maintenance.

U.S. Asphalt Seals the Southeast W

What started in the ’80s as a father and son sealing team has adapted to age, growth and regional demand for Earnest (Earnie) R. Beckner, Jr. He and his father, Ray Beckner, Sr., began Beckner’s Asphalt Pavement Maintenance in 1984 in Daytona Beach, Florida. Around 1992, they dissolved the company and moved north, where Earnie began exploring the Northeastern United States looking for the ideal market for his pavement maintenance company. “I finally settled in Southwestern Virginia, a great place to raise my children,” he said. “The area was starving for quality asphalt maintenance. After 20 years of providing my services to that region only, it became clear

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that I would have to make my services available to a larger market. I decided to develop resources in Richmond, Virginia, and Charlotte, North Carolina. These markets were and are booming.” By 2009, Earnie’s son, Brandon Beckner, would join him in starting their own sealcoating company, U.S. Asphalt Maintenance LLC, based out of Richmond, and the work stayed in the family. “My father still works with me, but on a limited basis,” Earnie said. “I chose a name for my company that reflected my beliefs and my commitment to my country. It’s also evident to the region that my company is available to work.”

Brandon has since branched into paving, but Earnie keeps U.S. Asphalt focused on the pavement maintenance application of sealing. “I take care of sealcoating, crack filling, asphalt management, and striping/pavement markings. My wife takes care of the office and I run the crew,” he said. That focus will expand in geography only. “We have developed resources up and down the Eastern United States, and have plans to open an office in Florida.” Earnie also has a strong partner with his wife running the office. “My wife, Christine, is a person with many hats in our company. She is a multi-tasking individual, she oversees invoicing, work orders, and keeps me



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contractor profile

When Earnie’s shorthanded on a project, Christine will come out to help.

U.S. Asphalt Maintenance Owner Earnest R. Beckner, Jr., shared that Christine Beckner keeps him supplied with the right tools for each project. “My wife is detail-oriented when it comes to regulations. The correct stencils are always a part of the list of items taken to each and every jobsite. Generally, we receive schematics from the source, such as the property managers or their engineers, depicting layouts of handicap spaces and the necessary crosswalks for them. Every parking lot is required to have a certain number of handicap and van-accessible spaces based on the amount of regular parking. The ADA Compliance Brief on the website is our goto source to ensure that we meet these guidelines with confidence. Occasionally we run into a job that requires different handicap designs, and we take this into consideration as part of the contract and work order before we arrive. On some occasions, we’ve had to notify the client that their schematic was incorrect and make the necessary adjustments. If no schematic or layout is furnished, it’s our pleasure to evaluate and make the spaces ADA compliant, along with the correct signage.” 24 // FEBRUARY 2017

on schedule. She definitely has an important role in our business and is my partner in so many ways; in fact she is everything! When things are good, with a lot of work, she keeps me focused. When things are slow, she keeps me positive. When I am shorthanded on a job, she comes out to help. That is a true partner, and I am blessed to have such a woman help drive our company to success.” As a seasonal business, U.S. Asphalt doesn’t have many fulltime employees. This is one of the reasons Earnie does so much of the work. Another reason is his love of the job. “Due to my extensive experience, each and every project is performed by me,” Earnie said. “I do the sealing and striping on each and every project. The reason I do this is simple: I love it! Customers want the best, and I know I can give them that.” Earnie backs that up with his work as a member of the Rabine Paving America Group. “We are a certified partner, which means we have met and exceeded all requirements as such,” Earnie explained. Some of the products he uses will be familiar to readers. “I use a few products on the market including GemSeal, Neyra and Sealmaster through Professional Pavement Products (PPP). I like them for quite a few reasons, one of them being their program called Job Flex that provides contractors like myself with flexible credit needs for specific jobs. This enables us to move forward on large scale projects. Most projects don’t allow down payments, so this is a great attribute.” He uses a SealRite 850 Extreme for sealcoating, Titan line stripers and Crafco melters for crack repair. There are times, of course, when he sees lots that have been left too long without maintenance, and simple

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contractor profile

Before: For a sealing project in Roanoke, Virginia, the crew arrives with the equipment for the job.

During: First coat of sealer is down and looking good!

After: A finished parking lot includes the perfect striping. 26 // FEBRUARY 2017

Here Earnie Beckner poses with a furry member of the family between jobs. He shared, “We don’t go from state to state back-to-back without coming home first for a couple days, unless the projects are small projects that only require a day or two to complete. We all need to be with family and loved ones. This helps the crew keep energized with a little R and R.” crack filling and sealing won’t be the right treatment. “If the lot is in real bad condition, we kindly decline to bid, but I offer them a respectful reason. I’m all about sharing my knowledge with a prospective client.” To share that knowledge, Earnie will spend time with the customer at his or her lot and discuss the problems he sees for long-term solutions. “With this issue, I’ll spend as much time as it takes. From a simple 15-minute face-to-face, or an all-day drive around viewing work I’ve done in the past, this helps develop a relationship and becomes a foundation of confidence that cannot be surpassed by just a bid presentation. I really try to make each and every customer happy; along with that, I educate them on the process and the projected outcome. Then they can make an intelligent decision based on the facts.” What’s good for business, for all maintenance contractors, is a trend Earnie has seen over the years. “I have noticed that commercial clients, as well as residential, are all about preserving and maintaining their asphalt investments.” In this industry, that’s a great feeling. “There is an overwhelming sense of satisfaction gained when a job is completed and I look at it and knowing I did it. As well, I can send any prospect over to look at my work with extreme confidence.” – By Sandy Lender

international snapshot

Here’s How the Aussies Build a Parking Lot J

Jackson Asphalt, Maddington, Australia, completes hundreds of car parks a year. The company is located in a growing area where new construction is in high demand. The process for installing a new car park is straightforward and, as long as each part of the process is followed and checked before moving on to the next step, there is no reason why a Jackson Asphalt car park won’t last 20 to 30 years. If something starts to go wrong, the kerbing contractor will want to blame the base work contractor; the base work contractor will want to blame the earthworks contractor; and so on. The asphalt company gets the job of covering most mistakes with 25 to 40 millimeters (1 to 1.5 inches) of asphalt. Let’s look at how to build a car park that not only looks great, but is built to code through all stages of construction—set out, earthworks, drainage, base work, the optional spray seal, kerbing, asphalt and line marking. Set Out—This is done either by the earthworks contractor or a licensed surveyor. The ground is pegged out, showing an offset of normally 500 mm (20 inches) from the face of the kerb or asphalt. The pegs show the finished height of the asphalt or base. Earthworks—The existing ground is cut and filled, boxed out or trimmed level and readied for compaction by steel drum rollers. The ground is tested using penetration blow testing to ensure that there is correct compaction prior to the road base or limestone being installed. Drainage—The plumber or other contractor removes soil to install soakwell, spoon drains and interconnecting pipework. It is important to ensure a minimum of 1 to 2 percent fall, hence the height of the grated soakwell lids is the same as the finished asphalt level. A common mistake, which causes massive issues, is back-filling the trenches and holes around the soakwells. The soil must be compacted in 300-mm (12-inch) lifts using a plate compactor or “jumping jack” compactor. For example, a 600-mm (24-inch) deep trench must be compacted in two levels, or lifts, prior to installing the road base. Road Base—This stage is the most critical, and has more to do with longevity of the asphalt than any other stage. The road base needs to be trimmed to 1 to 2 percent fall minimum into the drainage areas. The base needs to be wet prior to compaction to enable correct compaction. The base must be tight (no loose stones), not “boney” (no large, visible stones on the surface), and extremely hard. All levels must be correct and the road base is normally tested using nuclear density testing generally chasing results of 98 percent density or more. Spray Seal—This is optional and only occurs on high spec projects. A 7-mm (0.25-inch) spray seal is applied using a bituminous spray at a rate of approximately 1.3 liters/square meter, which is then

28 // FEBRUARY 2017

A spokesperson for Jackson Asphalt says restoring car parks is very interesting. A company will “resheet” the surface after about 20 years of pavement life.

Perth was the fastest-growing city in Australia. Jackson Asphalt has completed over 11,500 asphalt projects. covered with a 7-mm granite stone that is rolled into the bituminous product. Don’t forget that a water cart is needed onsite to lightly wet the road base, and a spray seal doesn’t work on limestone bases. Also, the seal will need to be swept before and after. Asphalt—A paver is loaded with asphalt mix and spreads it over the prepared surface. The asphalt is then compacted using twin steel drum rollers. Then it is compacted and rolled using a multi-tire roller, and finally back-rolled using another twin drum steel drum roller. Hard-to-reach areas are hand-tamped or plate compacted. The asphalt can be tested after for content and compaction. Generally, 94 percent compacted is standard, but that depends on the application. Line Marking—These contractors are fast and efficient, and generally slip into a car park very early in the morning before the morning traffic starts. Most car bays are generally 2.5 meters (8 feet, 2 inches) spacing and 5.5 meters (18 feet) long. While it is important to wait four weeks to apply the line marking, it is not always practical. Premature painting of line marking causes fading lines, especially the blue colors. – By Sam Wade

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Impact Georgia company manages RAP with new crushing By Tom Kuennen

To enhance the management of RAP, C.W. Matthews Contracting Co. Inc. acquired two new impact crushers the company can move from site to site, piling up profitable recycle material as they go. All photos courtesy Carey Paxton. Two new impact crushers are helping a Georgia road and bridge contractor save money, optimize use of reclaimed asphalt pavement (RAP) in mixes and better manage RAP stockpiles. Readers know RAP combines a high residual asphalt cement (AC) content with aggregate that has already been acquired, permitted, shot, processed to meet state specs, and transported. This makes RAP a valuable product to the asphalt producer. Producers apply different monetary values to recycled asphalt. Some value RAP the same as other aggregates, $8 to $10 per ton; others as high as $41 per ton. This is why it’s so important to manage the transportation, storage, processing and use of recycled asphalt materials.


30 // FEBRUARY 2017

The re-use of milled and demolition asphalt has many advantages. Processing RAP takes a “demolition waste product” and repurposes it as a valuable engineered product. Once milled asphalt is crushed and reclassified by size, and residual asphalt content determined, the asphalt producer can use 15 to 25 percent—or more—recycled material in new asphalt mixes. This helps the producer save money on new, raw aggregate products, as well as on the purchase of AC. To this end, C.W. Matthews Contracting Co. Inc., Marietta, Georgia, acquired two Kleemann crushers—new Mobirex MR 110 Zi S Evo2 impactors—which are used exclusively in its asphalt plants division, moved from plant to plant as needed to crush RAP into usable fractions.

How to Screen And Prescreen RAP

“We’re taking the old hot-process asphalt that’s been peeled up off highways and parking lots, and are crushing it down to a halfinch minus,” Greg Taylor said. He’s the general superintendent of C.W. Matthews Atlanta-region South Plants division. That RAP then is fed into hot mixes at various DOT-approved percentages. C.W. Matthews feeds its Mobirex impactors with excavators instead of front end loaders. “In our configuration, it’s more efficient and faster to use the excavator,” Taylor said. “You also get a better view of what’s going into the crusher. You can actually see inside the hopper and it’s better for the operator.” Using a hand-held remote, the excavator operator has full control over the Kleemann MR 110 Zi S EVO2 impactor from inside his cab. “He can speed the machine up, or slow it down,” Taylor said. “If the raw feed has too much moisture in it, and he’s having a problem screening the material, he can slow the crusher down. He can do anything he wants with the crusher, for example, move it a little bit for better positioning.” The “S” in the model number signifies a machine with a screening deck mounted on the crusher’s conveyor. In many cases, this small screen has a big-enough performance to eliminate a standalone screen in the process. At C.W. Matthews, there was one deck in the screen, and it screening half-inch RAP, Taylor said, adding oversize comes back on a return conveyor and re-enters the circuit. Production of RAP is facilitated by the presence of an independent prescreen beneath the feed hopper, which keeps fines from ever entering the system. Instead of a grizzly, a two-inch ‘punch plate’ in the hopper lets smaller material fall through to the prescreen, and from there either into the crushing circuit or out to the fines conveyor, where it is stockpiled while bypassing the crushing circuit. “That half-inch prescreen saves wear and tear on the crusher,” Taylor said. “Material that’s already to-size will fall through the prescreen and is ejected out the small belt to the side. This is fed onto the main conveyor belt to be placed in the stockpile by a super-stacker conveyor.” “The prescreen takes out all the fines ahead of the crusher, and cuts down on wear on your blow bars and wear plates,” Johnny Jones, crusher foreman, said. “If you screen all that stuff out, you won’t get the wear and tear you’d get if you sent it through the crusher. And sending the fines out on the main belt gives us one pile, rather than having to clean up two piles. The conveyor-mounted screen does a heckuva lot better job with the fines already out of the flow; the only thing going onto the screen deck is material which was crushed. It saves big time in fuel consumption, and on parts and wear plates.” The fuel savings equates to about 8 gallons used per hour, according to Jones. Taylor attributes that to several factors: “It’s the prescreen, plus the diesel-electric drive in the crushers.” In particular, Taylor likes the diesel-electric drive. “I prefer the electrics better than the hydraulics,” he said. “A hydraulic drive will go into bypass mode when they get too much of a load on them, stopping the crusher. The electrics won’t do that.” “It combines gear reducers with electric drives, and that gives it more torque,” Jones said. “You can put bigger feed in there. I’ve worked with a lot of impact crushers, but all have been hydraulic drive, and basketball-size was about the largest you could do. // 31

TOP: For C.W. Matthews, the Mobirex crusher is fed by an excavator rather than a front end loader. Fines off prescreen (center) bypass the crushing circuit and are conveyed to a super stacker where they rejoin half-inch minus material. BOTTOM : The two Mobirex impact crushers are moved around among 26 asphalt plants throughout the company. “The hopper wings fold hydraulically, there are no tools involved,” Greg Taylor said. “The only thing we really must do is take the side discharge belt from the prescreen off.” 32 // FEBRUARY 2017

TOP: At the C.W. Matthews Forest Park, Georgia, plant are general superintendent Greg Taylor and crushing foreman Johnny Jones. BOTTOM: The conveyor-mounted screen eliminates the need for a stand-alone screen, contributing to a compact footprint that lets the impactor sit within the hot-mix plant layout. But I can put 24-inch slabs in there, like we get when they break up driveways or parking lots with skid steer loaders. The Kleemann just chews them right up.”

Adjust Settings, Service Intervals

Automatic zero-point adjustment has provided benefits for C.W. Matthews, Taylor said, making start-up quick and easy for the man starting the machine. “The zero-point system saves a lot of time at start-up, but also throughout the day,” Jones said. “It eliminates putting plates in there to adjust the blow bars. Most of the time, I can wait two days before doing it, and I open it up and check the blow bars every third day. “It’s very simple,” Jones added. “If I see I am getting too many returns to the crusher, I will go back and re-set it, adjust the toggle and come down a little bit more. Normally this would take 30 to 40 minutes, but we can do it in half the time.” Also, a metal feeder beneath the blow bars receives crusher run and shifts it to the under-crusher conveyor. “That is lovely,” Jones said. “With other crushers, it drops straight on the belt. If you get a piece of metal it can cut right through the belt. This one just takes the beating and saves the conveyor.” The equipment is serviced under contract by Tractor & Equipment Company at periodic intervals. “That’s good to keep us going,” Jones said. “We’re now putting out 270, 280 tons per hour of RAP.” // 33

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Take Risk Out of Recycling By Amy Chiconas

“This is an exciting time to be in asphalt recycling research,” Dr. Amy Epps Martin said. She is a professor and the A.P. & Florence Wiley Faculty Fellow in Texas A&M’s Zachry Department of Civil Engineering. “My dad began his research career in the field of asphalt recycling in the 1970s and 80s when oil prices were changing dramatically. And now, under similar global circumstances, I have the opportunity to build on and continue his research.” Almost 50 years after the Federal Highway Administration began encouraging asphalt pavement recycling, the industry today is well aware of its economic, environmental and engineering impacts. The National Asphalt Pavement Association reported that about $2.8 billion of asphalt binder and natural aggregates were conserved in 2013 by using reclaimed and reused asphalt binder materials, versus virgin material. But dare mention the word “recycling” to a room full of highway officials or agency personnel, and looks of frustration are likely to ensue. Epps Martin explained: “Two of the most common challenges experienced with recycled asphalt mixes are a stiff, brittle mix that is prone to cracking and the unknown effects of aging on rejuvenated asphalt.”

Challenge and Rejuvenation

“Although pavement recycling can have positive economic, environmental and engineering impacts, increasing the amount of reclaimed asphalt pavement (RAP) and recycled asphalt shingles (RAS) in asphalt mixtures also increases the potential for construction and performance issues as the mix becomes stiffer and more brittle,” Richard Steger, P.E., explained. Steger is the platform manager of rehabilitation technologies at pavement additives manufacturer Ingevity, based in North Charleston, South Carolina. Some of the issues include decreased workability; low temperature cracking; fatigue cracking; reflection cracking; and raveling with subsequent aging or moisture damage, as listed in Interim Report Project No. 9-58, The Effects of Recycling Agents on Asphalt Mixtures with High RAS & RAP Binder Ratios. “The use of an asphalt rejuvenator that allows the use of more recycled materials in pavements can address some of these challenges by restoring the aged asphalt characteristics to a consistency level that is appropriate for construction purposes and for the end use of the mixture,” Steger said. Rejuvenators are designed to restore the aged asphalt to its optimal chemical characteristics for durability, as well as to provide sufficient additional binder to

36 // FEBRUARY 2017

coat new aggregate and to satisfy mix design requirements, as discussed in the presentation “Rejuvenator Characteristics, Blend Characteristics, and Proposed Mix Design Method,” at the AAPT Symposium, March 2015. Ingevity chemist Dennis Muncy is also familiar with asphalt rejuvenators. He explained: “When oxidized binders are fully incorporated into mixes, asphalt producers can maximize the full value of their reclaimed materials. As more RAP and RAS are used, the difficulty of effectively blending the recycled binder with virgin materials also increases. This is where a rejuvenator excels.” Asphalt rejuvenators are designed to improve the contribution yield of binder from recycled materials. “Rejuvenators like Ingevity’s Evoflex® CA can offset the potential negative impact of increasing the use of highly oxidized materials,” Muncy said. “And greater amounts of reclaimed products can be added because a rejuvenator maintains flexibility and low temperature crack resistance.” At Ingevity’s laboratory in North Charleston, chemists are engineering asphalt rejuvenators to improve the performance of high recycle mixtures. Ingevity is working closely with agencies across the United States to positively impact recycled mixtures in three key areas: improved workability, meeting in-place performance grade (PG) specifications, and mixture performance.

Improve Mix Performance Characteristics

“What we see with many contractors in the upper Midwest is that their high RAP and RAS mixtures are too lean and dry,” Bob Siffert said. He’s the technical marketing manager at Ingevity. “We experience challenges with coating, workability and excessive raveling.” Siffert said that in these cases, rejuvenators can create an asphalt mixture that is better coated and better performing. The mix looks better aesthetically and it is far more workable. Rejuvenators are making issues like long hauls and cold weather a thing of the past for contractors’ high RAP mixes. “These don’t have to be deal breakers anymore,” Siffert said. Contractors can blend an additive directly at the plant, and plant operators can then optimize dosing depending on ambient conditions, the percentage(s) of RAP and/or RAS, haul distance, and any other necessary considerations. “Ultimately,” Siffert said, “rejuvenators are helping contractors improve the compaction of recycled mixes, as well as move mix through their plants faster.” The Missouri Department of Transportation (MODOT) is a stand-out example of an agency with a specification that allows



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increased recycled content using binder dumping and/or extraction to determine the in-place performance grade of asphalt binder in the total mix. MODOT allows increased recycle percentages for both Superpave and non-Superpave mixes, but also considers many other factors related to mix contents, volumetric characteristics and performance. “Our specifications have continually improved over the last few years,” Dan Oesch, field materials engineer with MODOT, said. “And our focus is addressing the concerns of increased recycle amounts. Recycle content in our asphalt mixes is a big reason why we’ve been able to accomplish much within our limited budgets.” “We see contractors in Missouri really optimizing the economics of the mix,” Victoria Woods explained. She’s in technical marketing at Ingevity. “Here, we focus on the total binder stiffness added to a mix with increased recycle.” The in-place PG binder of the total mix can be improved by incorporating a rejuvenator. Woods said that adding or increasing the amount of rejuvenator helps control both high and low PG temperatures of in-place binder that may be introduced with increased recycle contents. Selection of the virgin binder may also be optimized while considering all components of the mix that contribute to actual PG binder in place. Robert Lee, P.E., and flexible pavements director at the Texas Department of Transportation (TXDOT), is leading the state’s efforts behind balanced mix designs that use performance tests as a way to improve the performance of high recycled mixtures. “We

are currently using the Hamburg Wheel Tracking Test to measure rutting and the Texas Overlay Tester to measure fatigue,” Lee said. “Our goal is to provide the contractor with flexibility in building a mixture that fits between the bookends of the performance tests. Contractors will be able to optimize recycle content with appropriate virgin binder grade selection, along with a rejuvenator and/ or warm mix additive if the performance criteria of the balanced mix design approach are met.” The National Cooperative Highway Research Program (NCHRP) is also studying the effects of rejuvenating agents on asphalt mixtures with high RAP and RAS binder ratios. Epps Martin, the principal investigator on NCHRP’s Project 9-58, said, “We’re evaluating whether higher recycled binder ratios up to 0.5 can be utilized if rejuvenating agents are used. Our team has developed a method that balances RAP and RAS contents with their corresponding aging states and rejuvenating agent dosage determined at a maximum to partially restore cracking resistance while maintaining rutting resistance.” Epps Martin also noted a few industry and academia trends to watch as the use of RAP and RAS continues to grow. “We expect to see broad use of the dosage selection method and an associated set of guidelines for characterizing binder blends and corresponding mixtures, and we are already incorporating our research into civil engineering courses here at Texas A&M.” For more information on Evoflex CA and Ingevity’s experience with asphalt rejuvenators, contact

Restore Binder Characteristics

Researchers are looking at rejuvenators as a way to restore the performance characteristics of the aged binder in reclaimed asphalt pavement (RAP) and recycled asphalt shingles (RAS) to enhance the sustainability of pavement preservation practices in our industry.

38 // FEBRUARY 2017

Evans and Associates in Ponca City, Oklahoma, produced a mix with a high percentage of RAP and the Evoflex® CA rejuvenator for this overlay in Oklahoma.

Hall Brothers in Marysville, Kansas, produced a mix with a high percentage of RAP and Ingevity’s rejuvenator for this overlay in Kansas.

Ajax Paving Industries took on the Phase Four portion of The Road Bond Project in North Port, Florida, which saw them mill and fill 120,000 tons of asphalt, replacing 1.25 inches of SM-9.5. All photos courtesy Volvo Construction Equipment. 40 // FEBRUARY 2017

Recycle Roads in the Sunshine From Volvo

Every year, millions of tourists and “snowbirds,” flock to Florida’s Gulf Coast to soak up the sun and enjoy the attractions the Sunshine State has to offer. Among the many beautiful coastal cities is North Port, where visitors and residents alike are drawn to its subtropical climate, beaches and resorts. Beyond the city’s sandy beaches, the streets of North Port had fallen into disrepair. The city worked to keep up with the maintenance needs of the roads, most of which date back to the 1960s, but dilapidation was occurring at a faster rate than repair. In 2012, North Port was granted a $46 million bond to upgrade roads in the city. The project began in 2014 and would take three years and include six phases. When fully completed in 2017 the project—called The Road Bond Project—will renew 266 miles of highway and include multiple bridges. Construction of the multi-million-dollar project is now in the fast lane; by November of 2016, projects had surpassed the 80 percent completion point. While the community rejoiced, road repair teams were preparing their own coffee cups, in anticipation for the early mornings and hot afternoons ahead.


Smooth Mill and Fill

Working for the city of North Port is Ajax Paving Industries, who was given the job of milling and resurfacing 120,000 tons of asphalt as part of Phase Four. This includes putting an inch-and-a-quarter of SM-9.5 overlay onto existing roads. Established in 1951 by Herb Jacob, Ajax built a strong reputation in Michigan as an asphalt and concrete contractor, before expanding operations to Florida’s Gulf Coast in 1981. For over half a century, Ajax has paved the way ahead—not just for the company, but also for the hundreds of thousands of motorists who rely on high quality roads every day. One of the machines on Phase Four is the Volvo P7170 paver, supplied by lo-

TOP: The Volvo P7170 paver is fitted with the Ultimat® 200, allowing paving widths of up to 20 feet, which gives the Ajax Paving Industries crew the ability to pull a full lane in one pass. BOTTOM: Dan Maitland is the equipment operations manager for Ajax Paving Industries, and he’s pleased to get the mill and overlay done efficiently. cal dealer Flagler Construction Equipment’s Southwest Florida branch and seen in the pictures here. Starting at 7:00 a.m., the crew heats the screed, and within 30 minutes, the first load is arriving. Over the course of each day’s ninehour shift, the crew lays between 750 and 800 tons of mix. Steve Ayers, area manager for Ajax is pleased with the production. “We can complete this entire street in one

pass instead of two, saving us time and money.” At this time, Ajax has added three Volvo P7170 pavers to the machine lineup for use on projects throughout the state of Florida. As for The Road Bond Project, when fully completed next year it will provide North Port commuters—seasonal and year-round residents alike—a smooth enough ride to take a sip of coffee without encountering a bump in the road.



You face choices every day. And when you’re ready to grow your asphalt business, the right choice is simple. ADM offers four series of portable and stationary asphalt plants ranging from 60-425 tph. No matter the scope of the project or size of your operation, ADM can customize a plant to fit your needs.

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Asphalt Drum Mixers

product gallery

Check Out New Production Equipment, Services As you update the asphalt plant, tank farm, testing lab, crushing site or recycling areas, new equipment is probably on your “to buy” list. Even before we get to CONEXPO-CON/AGG next month, manufacturers and service providers are rolling out new parts and updating existing components to make top quality mixes easier for your crew to produce, load out and track. Check out the most recent offerings from these providers. For example, Systems Equipment provides our in-depth product focus this month with its new ADP-100 blending system, which the company launches this spring.


Blend Big

If a plant has upgraded to multiple feed bins, mineral silos and additive tanks to support a variety of mix designs, the operator may need a robust blending system to assist in produc- This screen capture shows the 24-feed capability of Systems Equipment’s updated ADP-100Z. tion. Systems Equipment has announced a “From depletion pods, leveling silos, impact flow meters, and “big production” version of its ADP-100 Asphalt Drum Mix Blend even fuel-flow monitoring, the number of different control types in Computer for this purpose. Set to launch this spring, this expanded the ADP-100Z is astounding,” Duncklee said. version of the company’s blend computer is designed to control up The ADP-100Z has also been reprogrammed for higher efficiency to 24 feeder channels for aggregates and additives, including fines, and better communication, and new packaging was developed for liquids and other materials used to produce drum mix asphalt. easier connection to the equipment’s wiring. A new layout and cab“Many larger plants have determined there is a benefit to having inet design are suited to the large capacity of this system. a different feeder for each material used in their many mixes,” said The ADP-100Z uses a graphic display, making data easy to interMitch Duncklee, lead software engineer for Systems Equipment. pret for plant operators. For example, feeders and asphalt tanks can “The time required to clean out and reload a bin can be saved with be labeled with the material they contain and mix formulas can be this large-scale blend system, and the old saying of ‘time is money’ labeled with logical names. Meaningful plant information is dismakes having more aggregate bins very appealing.” played in both text and graphic formats. Duncklee added that as recently as 10 years ago, a plant with 14 toUsing the mouse, the operator can point and click on plant equiptal feeders would have been considered huge. Today, plants with 16 ment images to directly access detailed operational, calibration and or more feeders are becoming increasingly common. “Even though setup data relative to that plant’s equipment. the mix formulas don’t use all the feeders at one time, the blend The ADP-100Z accommodates a trend toward a “glass cockpit” computer needs to have the ability to connect and control all equipapproach to control centers, where computers replace manual ment available,” Duncklee said. push-button controls, gauges and hundreds of feet of wiring. SysThe base ADP-100 system on which this large-scale version is tems Equipment offers blend, loadout and silo/motor control sysbuilt was developed nearly 30 years ago. It was designed to proportems with this clutter-free priority in mind, allowing operators to tion aggregates and additives according to prescribed mix design work more efficiently and safely in their environments. formulas, and also measures and controls the liquid asphalt mass Systems Equipment is a leading developer and manufacturer of flow rate so that blends are accurately interlocked to the measured automation and controls for the asphalt and aggregate industries. aggregate flow. Besides the 24 feeders, the new I/O will handle 64 The product line includes manual controls; blend, loadout and silo/ discrete inputs and outputs when required. In addition, this exmotor control automation; custom-built control centers; metering panded system has room for an additional 18 analog inputs for metering various kinds of equipment—including pods, aggregate bins equipment; and belt scale and feeder components. and liquid skids on load cells—as weight depletion feeders. For more information, contact Systems Equipment (563) 568-6387

44 // FEBRUARY 2017





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For over 30 years, Hotmix Parts has supplied all types of equal to or better than original equipment parts in equipment. Most important, we have the experienced personnel and technical know-how to help support and improve your plant and make it run better. Every brand and every type of asphalt plant can be improved and upgraded. Our 24/7 emergency support and service is second to none!

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product gallery of this system are smaller product size for better heat transfer and consistent output that reduces belt scale variation.” For more information, contact Travis Mick (320) 267-3805,

From Fairbanks Scales ADM EX Series asphalt plants produce 100 to 425 TPH.

Standard 2,000-pound Net tote of Delta S product

From Asphalt Drum Mixers

From Collaborative Aggregates

Product: EX Series asphalt plant Launched: 2011 Use the EX Series for quality asphalt production. Here’s how this component helps you: “Asphalt Drum Mixers’ EX Series asphalt plants produce 100 to 425 tons of material per hour at a low cost per ton. They feature single-drum counterflow technology with separate drying and mixing zones to achieve maximum heat transfer and fuel efficiency. The system is designed to virtually eliminate unsafe hydrocarbon emissions. The compact plants boast long aggregate drying and mixing times, and are capable of processing as much as 50 percent RAP. The EX Series asphalt plants come in portable and stationary models, and can be operated by one plant operator and one loader operator.” For more information, contact (260) 6375729 or

Product: Delta S Launched: June 2015 Use this engineered chemistry as a liquid asphalt additive at the asphalt mix plant and at the liquid asphalt terminal. Here’s how this additive helps you: “Delta S is a plant based liquid chemistry product providing for a dual action warm mix asphalt and RAP-RAS recovered binder rejuvenator.” For more information, contact Jay Bianchini (978) 229-5403,


Product: Double Barrel XHR High RAP drum dryer/mixer Launched: 2015 Use this component at the asphalt plant. Here’s how this component helps you: “Keep operating costs down while making use of stockpiles of reclaimed asphalt pavement. The Double Barrel XHR runs mix with up to 65 percent RAP. ” For more information, contact Astec Inc. (423) 867-4210,

Product: Reject Recycle Grinding System Launched: Spring 2015 Use this system as part of your portable plant setup. Here’s how this component helps you: “CWMF’s Reject Recycle Grinding System saves your operation money by eliminating waste and minimizing cleanup. It integrates seamlessly between the recycle bins and scale conveyor and can be moved in and out of your portable plant setup quickly and easily. System features include the Tremor ShakerTM, which captures oversized particles and directs them to the grinder, as well as a heavy-duty magnet to prevent metal from entering the drum. According to CWMF customers, the two greatest benefits

ASTEC Double Barrel XHR

The Reject Recycle Grinding System from CWMF

From Astec Industries

46 // FEBRUARY 2017

Product: PALS Launched: December 2016 Use this scale at the asphalt plant. Here’s how this scale helps you: “Fairbanks Scales Inc., Kansas City, Missouri, provides the portable axle load scale (PALS) to eliminate the need for a pier or slab foundation. It is construction in a subframe, requiring only a flat, unyielding surface to install and complete the unit. This makes it possible to install PALS on concrete or asphalt already in place, saving time and money.” For more information, contact Ingrid Adel (816) 471-0231 x288,

The portable axle load scale from Fairbanks Scales can be set up anywhere you need it.

From Forta Corporation

Product: FORTA-FI® Launched: Over 20 years in the making Use this additive in the asphalt mix. Here’s how this additive helps you: “FORTA-FI high tensile strength synthetic fiber for three-dimensional asphalt pavement reinforcement increases pavement durability.” For more information, contact FORTA Corporation (800) 245-0306, info@




Engineered Innovation for the Material Transfer Vehicle Market • • • • • •

Designed around clean-out to simplify daily maintenance and increase component life Variable speed conveyors reduce wear Hydraulic conveyor chain tensioner automatically sets and maintains proper chain tension Automated tire spray down decreases tack build-up with programmable spray coverage Storage hopper management system notifies crew of material level in the storage hopper Cat® dealer sales, service and support

Visit or the paving specialist at your Cat® dealer for more information.

product gallery From GCTS Testing Systems

Product: ADM-100 Launched: Jan. 22, 2016 Use this equipment in the lab. Here’s how this equipment helps you: “The GCTS Automated Dynamic Modulus System (ADM-100) can perform the dynamic modulus test on up to six asphalt core samples without requiring any input from an operator. The ADM-100 is completely automatic, with a rotating fixture to move samples into place, an actuator that can determine the required load for testing, and a laser measurement system to determine axial strain. With the ADM-100, an operator does not need to be present to move the samples into position and never needs to open the door of the environmental chamber. By using the automatic systems of the ADM100, an entire dynamic modulus test on six samples can be performed in two days. This system will dramatically increase the productivity and efficiency of any laboratory while providing extremely accurate results.” For more information, contact Zachary Phillips (480) 456-0110,

need to schedule and track drivers and trucks on one screen.” For more information, contact Ron Wallace (614) 310-0060,


Product: TS-512 Launched: 2016 Use this screening plant in the quarry. Here’s how this screening plant helps you: The TS-512 tracked screening plant from IROCK, Valley View, Ohio, offers sizing and sorting to small- to medium-sized producers. It features two high-energy, two-bearing decks; a 12- by 5-goot top deck and a bottom deck that is 10 feet, 4 inches by 5 feet. It has a 12-cubic-yard hopper and 100-horsepower CAT Tier 3 engine. The three conveyors sort as many as three sizes of product into stockpiles 16 feet, 5 inches high. For more information, contact (866) 2400201,

The Keystone On-Delivery mobile app offers truck-specific routing to and from the jobsite based on dimensions and weight of vehicle. 48 // FEBRUARY 2017

sired gradation much longer. This reduces excessive product return with more “first pass” crushing. This capability is enhanced by Kenco’s ability to impregnated TC into, not only the apron liner face, but also on the bottom edge (as seen in the attached photo). This “L” shaped TCI pattern holds the apron liner edge much longer.” For more information, contact Kenco Customer Service (800) 363-9859, sales@ :

From KPI-JCI and Astec Mobile Screens

From GivenHansco

Product: Keystone On-Delivery mobile app Launched: December 2016 Use this in your trucking operations to deliver aggregate or asphalt. Here’s how this software helps you: GivenHansco, Columbus, Ohio, has successfully field tested the new Keystone On-Delivery mobile app to optimize daily driver operations in asphalt, mining and other material loadout organizations. “Designed by GivenHansco in-house from the ground up, On-Delivery is written for and compatible with most Android devices. Paired with Keystone Dispatch, it delivers the capabilities producers

A Kenco TCI apron liner set with Tungsten Carbide impregnated into the face as well as the bottom edge

IROCK’s two-deck TS-512 portable tracked screening plant is portable.

From Kenco Engineering

Product: Kenco Tungsten Carbide Impregnated (TCI) Apron Liners for Horizontal Shaft Impactor (HSI) crushers Launched: Over 10 years ago Use this TCI Apron Liner on the bottom row of liners for each apron. Here’s how this apron liner helps you: “Kenco’s unique Tungsten Carbide Impregnated Apron Liners will last up to four times longer than OEM apron liners. Not only will our apron liner last longer but they also increase crusher efficiency. The desired material size produced by an HSI is determined by the gap between the bottom row of apron liners and the blow bar. By lasting so much longer than the OEM liner, the Kenco TCI liner allows the crusher to maintain its de-

Product: ProSizer® 3100 Launched: 2007 Use this product to process RAP. Here’s how this product helps you: “This unit is the ideal mobile solution for milled RAP processing. The compact 31X36 horizontal shaft impactor and double deck high frequency screen make this unit the best investment for asphalt producers. The new swing-out return conveyor allows producers to run closed-circuit or stockpile a third finished product.” For more information, contact Astec Mobile Screens (815) 626-6374,

ProSizer® 3100

Booth # C32801

product gallery From Larson Electronics

Product: HALD-24-1X50LED Launched: November 2016 Use this light fixture at the mechanic’s shop. Here’s how this component helps you: “The HALD-24-1X50LED hazardous area LED light fixture from Larson Electronics, Kemp, Texas, is designed to provide operators with a powerful alternative to traditional hazardous location luminaires. The explosion-proof fixture is a 2x2 Class 1 Division 1 explosion proof layin LED light panel with a T5 temperature rating. It is for use in hazardous environments where space for lighting is limited. Featuring LED technology and a compact design, this fixture is an upgrade option for replacing existing metal halide lights.” For more information, contact sales at (214) 616-6180

From Liberty Tire

Product: Mix Maxer Recycled Tire Rubber Launched: August 2015 Use this material at the asphalt mix plant. Here’s how this material helps you: “Mix Maxer provides all of the benefits of recycled tire rubber in an asphalt mix, but is easy to add as a dry powder through the RAP feed system. Mix Maxer eliminates the liquid storage issues associated with rubberized asphalt and can help your customers achieve sustainability goals with a lower cost.” For more information, contact Doug Carlson (602) 751-6039,

Use this Self-Service Kiosk at the at checkin and/or check-out scales. Here’s how this component helps you: “The Libra Self-Service Kiosks increase revenue by handling more truck traffic without increasing the number of operators. The kiosks increase customer satisfaction by reducing in-yard times, and by allowing the extension of site operating hours. Besides providing clear, concise, configurable instructions to drivers, they can be configured to control external equipment such as traffic lights and gates.” For more information, contact Ken Cardy (215) 256-1700,

Here’s how these additives help you: “Asphalt Solutions Additive is a patented odor suppressant for paving grade asphalts and heavy oils, such as recycled burner oil. It also comes in a water soluble for tack coat, slurry seals and seal coat. Roof Odor Solutions is another patented additive for use with oxidized roofing asphalts and rubber asphalt applications. When mixed correctly with liquid asphalt cement in the production of hot mix asphalt, our patented additive will neutralize the smells related with production.” For more information, contact A.J. Ronyak (623) 853-2273

From Meeker

From Process Heating Company

Product: Meeker RAP PAK Systems Launched: 2004 Use this component at your batch plant. Here’s how this component helps you: “This product greatly increases the amount of RAP a batch plant can process, with systems running up to 40 percent in typical mixes.” For more information, contact Jeff Meeker (717) 667-6000,

From Libra Systems

Product: Self-Service Kiosk Launched: 2008 (new version introduced in 2016)

Product: Unitized Lo-Density® Unitized Storage Tank Heaters Use this component at the tank farm. Here’s how this component helps you: “PHCo’s unique drywell-style heaters dissipate controlled heat as low as three watts per square inch on the heater’s sheath to prevent coking or damaging of temperature-sensitive asphalt, oil and emulsion materials—eliminating the need to drain and clean the tank. Because the drywell-style elements are accessible from outside of the tank, they also may be serviced without draining the tank. Since electric heat requires little maintenance, these heaters can reduce downtime even further. And electric heat is environmentally positive because it heats without combustion or emissions and it eliminates a common source of fuel and material spills. With zero emissions, there also are no stacks or expensive permits to maintain.” For more information, contact Rick Jay (866) 682-1582,

Meeker RAP PAK tower and two 30,000-gallon vertical asphalt tanks

From Odor Solutions Group Product: Asphalt Solutions Additive and Roof Odor Solutions Additive Launched: 1996 and 1998 respectively Use these patented odor suppressants to neutralize odors during asphalt production and use.

50 // FEBRUARY 2017

PHCo Lo-Density Unitized Storage Tank Heater, installed into a horizontal tank at an asphalt plant

An AGG/RAP system consisting of four (4) heaters

From Ray-Tech Infrared Product: Infrared AGG/RAP Heating System II Launched: 2016 Use this Infrared Heating System at asphalt plants and aggregate operations. Here’s how this heating system helps you: “The Ray-Tech Infrared Heating System preheats recycled materials and/or aggregates on their way through the asphalt plant. The number of heaters necessary is

dependent on the required TPH, and material temperature. The heaters use a series of stainless steel mixers to increase and mix the surface area while heating. In addition, aggregate and recycled material operations which need to reduce or remove moisture can have Ray-Tech test their materials and determine the number of heaters required for purchase.” For more information, contact RayTech Infrared Corp (603) 826-3030, jeff@

From Reliable Asphalt Products Product: Reliable RAP/RAS Systems Launched: 2001 Here’s how the RAP/RAS system helps you: “Reliable Asphalt Products’ new RAP/ RAS Systems combine innovative technology with solid construction to deliver a highly versatile plant component. The Reliable RAP/RAS system allows contractors

to maximize both RAP and shingles while maintaining precision weight measurements for both products. Each system can be fully customized to include one to three RAP bins as well as up to two load cellequipped RAS bins.” For more information, contact the office (502) 647-1782

From Stockpile Reports

Product: Inventory Management System Launched: 2012 Use this product to perform and manage your inventory measurements, reviews, approvals and submissions to finance/audit. Here’s how this component helps you: “The Inventory Management System from Stockpile Reports enables you to perform quick, accurate inventory at scale via drones, planes or iPhones, and reduce cost overruns and stockouts.” For more information, contact Maury Margol (425) 285-4303, maury.margol@



Fabric Structures

Hybrid Buildings

Foundation Solutions


restrictions may apply // 51

that’s a good idea

Top Tips for a Clean Mat Getting a clean mat behind the paver is more likely to happen when the screed is in good repair. Let’s take a look at this screed in particular for some good ideas to help your crew achieve a better mat. As you can see by the 5-gallon bucket of release agent on the deck, this is not a wide screed. It is typically used for smaller paving projects such as a parking lot or residential property. Just because these are “smaller” than a highway project, they are no less important when it comes to making a good name for the asphalt business. Pay attention to the cleanliness of the screed overall. The underside of the screed plate must be smooth and clean, of course, but look at the grate of the screed deck here. Globs of cooled material have gotten stuck in the grate and now threaten the quality of future mats. When workers step onto the deck or drop tools or buckets onto the deck, the vibration will shake this material loose. Eventually, it will represent a chunk of segregated goop denting your mat. If a laborer doesn’t pick it out of the mat and get the hole filled with fresh mix, your roller operator will never get compaction in that spot. Another area the crew needs to watch on any size of screed is the hinges. Notice the hinge on the right-hand side of this picture is loose. It has come unwelded from the frame. This happens when the paver is loaded first onto the lowboy with the screed deck chained in place at a 75-degree angle and the roller bumps up against it. If you bring equipment in too tightly on the lowboy, you damage the equipment. It’s a good idea to give equipment some room when loading to go between jobsites to avoid damage. One more thing to notice on this machine is the segregation across the mat. You’ll see a nice, tight mat on either side of the screed, but an area of loosely compacted material in the center. This is a sign that the augers might need replacement. Keep the screed in good repair by protecting it during loading and transport, and then keep it cleaned up before and after each paving shift. These simple tips help you place and protect a top quality mat.


Pay attention to the cleanliness of the screed overall to keep cold chunks of material from randomly affecting your asphalt mat. Photos courtesy John Ball of Top Quality Paving and Training.

– By John Ball

John Ball is the proprietor of Top Quality Paving & Training, Manchester, New Hampshire. He provides personal, on-site paving consulting services around the United States and into Canada. For more information, contact him at (603) 493-1458 or

52 // FEBRUARY 2017

Arrow A shows an area of the mat that is being marred by a problem at the paver or screed. This needs to be addressed. Arrow B shows a problem the mechanic needs to know about. A loose hinge should be noted on the daily maintenance sheet during the morning equipment walk-around so the mechanic can get to it and get it fixed.

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off the mat

Be Prepared for Possible Audit with Revised I-9 Employment Verification Forms With the New Year upon us, it’s a good time to get your house in order and review your hiring policies. One of those policies that bears scrutiny is your I-9 Employment Verification Process. In 1986, Congress passed the Immigration Reform and Control Act, which sought to close the door to illegal entry of immigrants and levied sanctions on employers for violating the law. The Act requires employers to verify the identity and work authorization of all their employees—citizens and non-citizens alike. All employers must have each employee complete an I-9 form. The Form I-9 requires an employee to provide certain specified documentation to prove his identify and attest that he is properly authorized to work in the United States. The employer is obligated to examine the documentation to determine whether the documentation appears to be “reasonably genuine,” and belongs to the employee. The employer is also required to record the information, retain it and make it available for inspection by the government on a minimum of three day’s notice.


Revision, Enforcement

Effective Jan. 22, 2017, employers must use the revised Form I-9 (edition dated Nov. 14, 2016) to verify the identity and work eligibility of every new employee hired after Nov. 6, 1986. (Employees already employed will only have to re-fill out a form if re-verification is determined to be required.) This revised form will expire Aug. 31, 2019, and the government should issue a new one. The revised form aims to reduce the technical errors for which employers may be fined. Some of the changes include: • field validation to ensure data is entered correctly; • dropdown menus; • embedded instructions for completing each field; • the requirement for a worker to provide “other last names used” rather than the

54 // FEBRUARY 2017

current requirement to provide “all other names used;” • separation of the instructions from the form (Note: employers are still required to provide the employee with the instructions); and • creation of a QR code, which is a bar matrix code that generates once the form is printed, and will streamline enforcement audits. U.S. Immigrations and Customs Enforcement (ICE) is responsible for enforcing the immigration laws. ICE knows that most employers do not have a compliant process for preparing, maintaining and disposing of the forms. Failure to have a policy that addresses all the aspects of this law puts an employer at risk for civil and criminal enforcement. An effective Form I-9 compliance policy can prevent potential liability and mitigate potential violations. Fines for I-9 errors can be steep and accumulate quickly because they can be assessed per error. As an employer, you can mitigate your risk by making sure your policy addresses the proper preparation of the I-9 forms, the maintenance of those forms and their disposal. Here are some tips that address the most common errors in each of the three aforementioned areas.


• Make certain that you are using the most current Form I-9. As previously noted, the Form I-9 was revised and employers were to begin using it Jan. 22, 2017. • Make certain that the form is fully completed correctly, double checking that the information is legible, your dates are correct, no signatures are missing and all boxes are completed. The revised form is more computer friendly and easier to complete on a computer, including drop-down lists and calendars for filling in dates, on-screen instructions for each field, easy access to the full instructions, and an option to clear the form and start over.

USCIS Form I-9

Employment Eligibility Verification Department of Homeland Security U.S. Citizenship and Immigration Services

OMB No. 1615-0047 Expires 08/31/2019

►START HERE: Read instructions carefully before completing this form. The instructions must be available, either in paper or electronically, during completion of this form. Employers are liable for errors in the completion of this form.

ANTI-DISCRIMINATION NOTICE: It is illegal to discriminate against work-authorized individuals. Employers CANNOT specify which document(s) an employee may present to establish employment authorization and identity. The refusal to hire or continue to employ an individual because the documentation presented has a future expiration date may also constitute illegal discrimination.

Section 1. Employee Information and Attestation (Employees must complete and sign Section 1 of Form I-9 no later than the first day of employment, but not before accepting a job offer.) Last Name (Family Name)

Date of Birth (mm/dd/yyyy)

Middle Initial

First Name (Given Name) Apt. Number

Address (Street Number and Name)

U.S. Social Security Number -

Other Last Names Used (if any) State

City or Town

ZIP Code

Employee's Telephone Number

Employee's E-mail Address


I am aware that federal law provides for imprisonment and/or fines for false statements or use of false documents in connection with the completion of this form. I attest, under penalty of perjury, that I am (check one of the following boxes): 1. A citizen of the United States 2. A noncitizen national of the United States (See instructions) 3. A lawful permanent resident

(Alien Registration Number/USCIS Number):

4. An alien authorized to work

until (expiration date, if applicable, mm/dd/yyyy):

Some aliens may write "N/A" in the expiration date field. (See instructions) QR Code - Section 1 Do Not Write In This Space

Aliens authorized to work must provide only one of the following document numbers to complete Form I-9: An Alien Registration Number/USCIS Number OR Form I-94 Admission Number OR Foreign Passport Number. 1. Alien Registration Number/USCIS Number:


2. Form I-94 Admission Number:


3. Foreign Passport Number: Country of Issuance: Signature of Employee

Today's Date (mm/dd/yyyy)

Preparer and/or Translator Certification (check one): I did not use a preparer or translator.

A preparer(s) and/or translator(s) assisted the employee in completing Section 1.

(Fields below must be completed and signed when preparers and/or translators assist an employee in completing Section 1.) I attest, under penalty of perjury, that I have assisted in the completion of Section 1 of this form and that to the best of my knowledge the information is true and correct. Today's Date (mm/dd/yyyy)

Signature of Preparer or Translator Last Name (Family Name) Address (Street Number and Name)

First Name (Given Name) City or Town


ZIP Code

Employer Completes Next Page Form I-9 11/14/2016 N

Page 1 of 3

The Form I-9 has been revised. Employers are to use the new form as of Jan. 22, 2017. • Train your managers on what constitutes proper documentation and how to recognize if it is “reasonably genuine.” • Educate your managers on the importance of asking for the right identifying documents from the lists, A, B and C, of acceptable identifying documents. Asking for too many may expose you to claims of discrimination and asking for too few may result in an incomplete Form I-9. Also, be aware of what you can and cannot ask for. For instance, providing a Social Security number on Form I-9 is voluntary for all employees unless you are an employer participating in the USCIS E-Verify program. • Complete the Form I-9 in a timely manner. Forms must be completed within three (3) days of the employee’s first day of work, including the employee completing section one, providing the identifying documents and having those documents verified. If re-verification is required, employers must have a system to track and update the employee’s information and supporting documentation.

As an employer, you can mitigate your risk by making sure your policy addresses the proper preparation of the I-9 forms, the maintenance of those forms and their disposal. Maintenance • Employers must retain the Form I-9 if the individual works for the employer. If the employee has been terminated, the employer is required to maintain the forms for either one year after the termination date or three years after the date of hire, whichever is later. Failure to destroy the forms within the time frame may subject an employer to fines. And, if you are audited and still have the old forms, the errors found on those outdated forms can result in fines. Having a timed process to regularly purge

these forms in a way that protects the sensitive information is highly recommended. • An employer may maintain the forms in paper, microform or electronic copy. There are specific guidelines for each type of retention. Whatever type of storage system an employer chooses, the employer must ensure reasonable controls to safeguard the integrity, accuracy and reliability of the system. When using an electronic system, an employer must also retain descriptions of the procedures relating to its use and implement an effective records security program. • Implement a regular automated process for reminding your HR department to purge these records.


• Because the records contain sensitive employee data, an employer must take care when disposing of the records. (Perhaps, it is also a good time to check your Document Retention and Destruction Policy.)

For the complete handbook on the proper completion, maintenance and disposal of Form I-9, go to the USCIS website, https:// form/m-274.pdf. And remember, starting Jan. 22, 2017, employers should be using the revised form. –By Lorraine D’Angelo

Lorraine D’Angelo, a nationally-recognized expert on legal and regulatory risk management, is the president of LDA Compliance Consulting Inc. She has more than 25 years of experience in the construction industry, including a recent tenure as senior vice president for ethics and compliance at a global construction company. D’Angelo is an accredited ethics and compliance professional and a leading expert on small, women-owned, minority and DBE matters, programs and policy implementation. For more information, contact her at (914) 548-6369 or // 55

Here’s how it works

Step 1 The 8-ton hopper receives mix.

Step 3 The four-auger automatic feed control system supplies material to the screed.

Step 4 Material is compacted under the electric-heated screed.

When the endgate slides back in, the auger on the extension goes under the mainline auger.

Step 2

85 horsepower or 99 horsepower Cummins Tier III diesel engine

Propane screed heating is optional.

Dual-feed conveyors in the hopper floor move the mix to the back.

Mauldin’s 1750-C Asphalt Paver Asphalt contractors want to enhance their potential to take on both big and small projects. For improved flexibility, the 1750-C commercial class asphalt paver from Mauldin Paving Products, Taylors, South Carolina, is designed to pave widths ranging from 8 to 16 feet. Here’s how it works. First, the haul truck delivers mix to the paver’s 8-ton hopper, where dual-feed conveyors in the hopper floor deliver the mix to the paver’s four-auger system. Meanwhile, the paver’s two-speed outboard-mounted polyurethane crawler track drive system moves the machine forward. Next, the four-auger automatic feed control system supplies a constant head of material to the screed. The auger on each ex-


56 // FEBRUARY 2017

tension is mounted to the endgate. When the endgate slides back in, the auger on the extension goes under the mainline auger and the two rotate in the same direction, preventing segregation and feeding material to the screed. The 1750-C distributes heat through the 4,500-pound screed using four propane-powered burners on the main screed and one on each extension. The screed can be optionally equipped with thermostat-controlled automatic electric heat. Meanwhile, the 3/8-inch-by-18-inch free-floating vibratory screed plate initially compacts the mat. At the back of the machine, there are dual control stands with adjustable control heights for seated or standing use, and full machine controls, including automatic sonic

feed control. Operators also have access to an electronic gauge display with engine diagnostics and electric-over-hydraulic controls with joystick steering and a pause/resume switch for controlled stops and starts. For more information, contact your local dealer or visit

Show us How it Works

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

Long Drying Time Plus Long Mixing Time Equals

High Quality


DILLMAN UNIDRUM The robust, hard-wearing Dillman Unidrum takes full advantage of its long drum to produce a consistent, high-quality mix with up to 50%* RAP content. Add the optional V-Pack stack temperature control system to operate in the most efficient way possible. Only available on the ASTEC family of asphalt plants. *at 3% moisture


• • • • •

Easily Retrofitted 200-700 Tons Per Hour Optional Astec Warm Mix System Optional V-Pack Stack Temperature System Backed by 24/7 Parts and Service Support TM

Here’s how it works

Step 1 The loader delivers chunks of RAP to the loading chute.

Step 3 The worker adds a bag of AC to rejuvenate the binder.


Step 2


Step 4 The T2 produces recycle mix at a rate of 4 TPH.

The drum turns at a rate of 9 RPM, breaking down and drying material.


KM International’s T2 Asphalt Recycler Getting the right amount of mix to a pavement maintenance job site is half the battle out there. You want to have the mix sufficiently hot, and you’d like to take advantage of cost savings wherever possible. The team from KM International, North Branch, Michigan, has developed the KM T2 Asphalt Recycler to make the right amount of recycle mix for the job at hand. Here’s how it works. The crew can haul the T2 to the jobsite via its trailer, which is 23 feet, 10 inches long by 8 feet wide, or house the T2 at the


60 // FEBRUARY 2017

asphalt yard to load a hot box to deliver mix to the jobsite. A front-end loader delivers chunks of recycled asphalt pavement (RAP) up to 12 inches in size, or RAP millings, into the T2’s loading chute, which is 26 by 94 inches wide at a height of 7 feet, 6 inches. After it’s loaded, the drum rotates at approximately 9 rotations per minute (rpm), and breaks down the material with seven 3/16-inch steel agitators. A 700,000 BTU capacity burner runs on No. 1 or No. 2 diesel, B-5 bio-diesel or kerosene to heat and dry the material.

Workers add to the drum two 3.5-pound bags of asphalt cement (AC) to act as a binding agent. The drum continues to mix the materials at a temperature of up to 350oF, allowing the AC to evenly encapsulate the aggregate at a rate of up to 4 tons per hour. The T2 then tilts hydraulically to offload the finished mix from a chute into a waiting loader bucket or directly onto the pavement to be repaired. For more information, contact KM International at (800) 492-1757.

contact us today!


GTB-5183D1 - Tarmac 1040 Stationary Counterflow Dryer • Nominal 120” Diameter x 40’ Long Shell • Heavy Duty Wide Flanged Beam Frame with supports to grade. • Inlet Breeching with position adjustable, Indexing Slinger Belt feed conveyor. • Trunnion Type drive with (4), 50 HP Drive Motors and Dodge TXT9 Shaft mounted gear reducers. • The burner for this Dryer is a Hauck Model SJO-4750 with 125 HP Blower

GTB- 5183D2 - Tarmac 722 Rotary Mixer • Nominal 84” Diameter x 22’ Long Shell • Heavy Duty Wide Flanged Beam Frame with supports to grade. • Inlet Breeching with Auger type Dust injection and Liquid AC Piping. • Trunnion Type drive with (4), 25 HP Drive Motors and Shaft mounted gear reducers. • Blue Smoke Emissions Exhaust Fan with Ducting back to Dryer Burner Breeching. • Gravity type Inlet Chute, for Recycle Material and aggregate from Dryer.

GTB-5183I - Tarmac Nominal 90,000 CFM Baghouse • Pulsejet Style with top load bags • Nominal 90,000 ACFM with 16,560 sq ft cloth. • Exhaust Fan with twin 150 HP Drive Motors and VFD control • Exhaust Stack with test platform are included • Hopper mounted Dust Removal Auger with 5 HP Drive. • Support legs to grade with diagonal bracing. • Caged access ladder to top with full perimeter safety handrails around top.

GTB-5183J1 - Heatec 30,000 Gallon Stationary Liquid Asphalt Storage Tank • Internally mounted Heat Transfer Oil Piping. • Heavy duty Channel Frame Skid • Temperature Controller • Full length top mounted walkway with access ladder and handrail.

GTB-5183J2 - Heatec 30,000 Gallon Stationary Liquid Asphalt Storage Tank • Internally mounted Heat Transfer Oil Piping. • Heavy duty Channel Frame Skid • Temperature Controllers • Top mounted Agitator assembly for one compartment. • Full length top mounted walkway with access ladder and handrail.

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Where are your best plant investments hiding?

advertiser index Ace Group.................................................................................... 49, 63

Homestead Valve….............................................................................55


Hot-Mix Parts.................................................................................... 45

Asphalt Drum Mixers......................................................................... 42

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

Astec, Inc.............................................................................. 25, 34, 53

Libra Systems..................................................................................... 19

B & S Light.......................................................................................... 12



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

Clarence Richard............................................................................... 64

Roadtec............................................................................................. .7, 9

ClearSpan............................................................................................ 51

Stansteel: AsphaltPlant Products…................................................ 61

CWMF Corporation............................................................................23

Systems Equipment.................................................................... 15, 20

Dillman Equipment........................................................................... .58

Tarmac International, Inc.................................................................. 31


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

E.D. Etnyre........................................................................................... 21

Trans Tech...........................................................................................33



Gencor Industries................................................................................11

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

Heatec, Inc......................................................... Inside Front Cover, 37


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. // 65

new tech

5 Tips to Comply with Electronic Logging Mandates in 2017 By the end of this year, all of your trucks should be equipped with electronic logging devices, or ELDs. Although this mandate from the Federal Motor Carrier Safety Administration was designed for over-the-road truckers, the asphalt industry must also watch these regulations closely to ensure compliance. Plus, with the value of telematics in our industry, these e-logs could be useful beyond simply following the rules. According to the FMCSA, the mandate aims to create a safer work environment for drivers and makes tracking duty status easier by replacing paper duty status logs with electronic logs. The administration estimates the mandate will save the industry $1 billion in time and money on paperwork, and save 26 lives and 562 injuries per year. However, a recent survey by the Commercial Carrier Journal estimates that almost half of all fleets have yet to implement e-logs. So, there’s still a long way to go to ensure compliance across all industries. If your fleet is in the 50 percent still in the process of implementing e-logs, here are five things you need to know.


1) It doesn’t apply to all drivers. Not all drivers must use ELDs. Drivers who keep records of duty status on eight or fewer days out of every 30 days, drivers in drive-away and tow-away operations, and drivers with pre-2000 year-model trucks are exempt. 2) It doesn’t change hours of service rules. Although the ELD mandate changes the way your drivers will be expected to report their duty status, it does not change any hours of service rules. E-logs are only capable of determining when a vehicle is stopped and the driver is not in driving status. For example, the ELD will automatically put the driver in driving status when the vehicle goes more than 5 miles per hour. If the driver isn’t logged into the ELD when

66 // FEBRUARY 2017

he begins driving, he will need to reconcile that “unassigned driving” time at his next login. Additionally, when he’s been stopped for 5 minutes, the ELD will ask if the driver would like to remain on drive status or switch to on-duty. In the case of traffic congestion, the driver will be able to switch to on-duty and not lose drive time. Another important feature is the ability to log movements while loading and unloading as on duty “yard time” status. Drivers will also be able to accept or reject edits to logbook records. For example, if a mechanic was working on the vehicle and took it for a test drive without logging that time, the driver will be able to accept or reject that entry as part of his records. 3) Drivers still need to provide supporting documents. Despite e-logs, drivers must keep a maximum of eight supporting documents in either electronic or paper format for every 24-hour period that includes on-duty time. Examples include receipts, dispatch records and schedules, among others. Supporting documentation should be submitted to the driver’s carrier within 13 days, and carriers, as well as owner-operators, should keep it on file along with records of duty status for six months. 4) ELDs aren’t a way to harass drivers. FMCSA originally aimed for an ELD mandate in 2010, but the 7th Circuit Court of Appeals decided the mandate left drivers vulnerable to harassment from carriers via the ELDs. However, in its 2015 mandate, FMCSA spelled out provisions to safeguard drivers, including making such use of the devices illegal, establishing a system for drivers to report such instances, and putting fines in place for violating anti-harassment rules. It’s important to note that harassment is defined as any action by a carrier toward a driver that the carrier “knew or should have

known” would interrupt a driver’s off-duty time, and it only covers harassment explicitly via the ELD. 5) There are a handful of hardware specifications to follow. To meet minimum standards, ELDs will be required to record date, time and location automatically, and must sync with the vehicle’s engine to record engine on and off time and vehicle miles, as well as driver identification information. They do not have to track a driver or vehicle in real time and are not required to include driver-carrier communication capabilities.

Although the ELD mandate changes the way your drivers will be expected to report their duty status, it does not change any hours of service rules. However, they must be capable of transferring data during roadside inspections. There are three options to meet this requirement. ELDs can employ telematics to share information via email and web services, use local file transfer such as Bluetooth or USB, or share info by traditional logbook grid display or print out a summary report during roadside inspection. Carriers using automatic onboard recording devices (AOBRDs) before the compliance date of December 2017 will have an extra two years to comply with the ELD mandate, and most AOBRDs are likely to be made ELD-compliant via over-the-air software updates. ELD manufacturers must meet these specifications and register their devices with the FMCSA. For a list of registered ELDs, visit –By Sarah Redohl

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


an Astec Industries Company

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Asphalt Pro - February 2017  

In the Recycling Issue: US Asphalt Seals the Southwest; Staging for a Multi-Day Commercial Project; Take the Risk Out of Recycling; Recycle...

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