Move it, Shake it Through the Plant
Suit-Kote Restores Roads to Shale Sites Stay Safe: Train Personnel Lafarge Tracks its Fleet How-to Sync Plant Temperatures Valley Corp Increases RAP Mobility Popular Recycling Project Includes FDR NOVEMBER 2011
table of contents
30 Lafarge North America used its Gordon plant in Denver and the Spec Agg Quarry (pictured) in Golden, Colo., in a pilot project involving 50 trucks sporting PaveTag devices. See related article on page 30. Photo courtesy of MINDS, Inc., Boisbriand, Quebec.
Find and fix the root of the problem if you see temperature variations at your asphalt plant, emulsion plant or asphalt terminal. See related article on page 16. Photo courtesy of Heatec, Chattanooga.
November 2011 Departments
Letter from the Editor 5 Stay Safe in New Conditions
22 FDR Plays Integral Role in Popular Project Full depth reclamation was an integral part of Virginia DOT’s total recycling of I-81 this year by Tom Kuennen
Around the Globe 6 Safety Spotlight 8 Straighten Your Work Zone’s Outline with Bollards by AsphaltPro Staff
26 Suit-Kote Upgrades Rural Roads New reclaimer/stabilizer and private funding come to the rescue for deep shale project by Rick Zettler
Equipment Maintenance 10 Avoid Premature Screen Media Failure with Proper Installation from Major Wire Industries, Ltd.
30 Wireless Technology Crosses the Border Multi-national enterprise adopts wireless tracking to monitor material delivery in real-time by Curtis Kieres
Mix it Up 14 Innovative Density Testing Saves Time by Sandy Lender
36 International Control by AsphaltPro Staff
Project Management 16 How to Remedy Plant Temperature Fluctuations by Bryan Eley Equipment Gallery 44 GelTech Brings Soil2O Dust Control to Marketplace Here’s How It Works 48 Smico’s High Capacity Screener 50 Rotex’s GRADEX™ 3000 Last Cut 53 West Africa Crude Streams to United States by AsphaltPro Staff Resource Directory 54
10 Check the crown rubber on screen decks to make sure media is isolated from direct contact with metal in the screen. This and other tips offer money-saving ideas in this month’s Equipment Maintenance department. See related article on page 10. Photo courtesy of Major Wire, Candiac, Quebec.
Subcontractor Slurry Pavers, Inc., used a Wirtgen WR 2400 to stabilize the revealed, existing subgrade of I-81 to a depth of 12 inches. See related article on page 22. Photo courtesy of Wirtgen America.
38 Valley Corp Reduces Footprint, Increases Mobility from KPI-JCI 39 Roadtec Opens New Training Facility by Dan Brown
Move it, Shake it Through the Plant
41 Prove Your Education Asphalt conference includes certification this time around by AsphaltPro Staff 52 OEM Pushes for Funding by AsphaltPro Staff
on the cover
Suit-Kote Restores Roads to Shale Sites Stay Safe: Train Personnel Lafarge Tracks its Fleet How-to Sync Plant Temperatures Valley Corp Increases RAP Mobility Popular Recycling Project Includes FDR NOVEMBER 2011
On The Cover…Deep shale gas reserve projects in the Northeast need healthy infrastructure to get water and other materials to and from the sites. That’s where full depth reclamation and asphalt industry technology comes in. See related article on page 26. Photo courtesy of Terex Roadbuilding.
www.theasphaltpro.com | ASPHALT PRO 3
NOVEMBER 2011 • Vol. 5 No. 2
2001 Corporate Place Columbia, MO 65202 573-499-1830 • 573-499-1831 www.theasphaltpro.com publisher
Chris Harrison associate publisher
Sally Shoemaker email@example.com (573) 499-1830 x1008 editor
Sandy Lender firstname.lastname@example.org (239) 272-8613 graphic design
Alisha Moreland Kristin Branscom operations/circulation manager
Cindy Sheridan business manager
Renea Sapp AsphaltPro is published nine times per year: January, February, March, April/May, June/July, August/September, October, November and December by The Business Times Company, 2001 Corporate Place, Columbia, MO 65202 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 or Business Times Company staff, 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 and $175.00 all other countries (payable in U.S. funds, drawn on U.S. bank). Single copies available $17 each.
Stay Safe in New Conditions I would classify myself as mildly paranoid. The owner in my old Asphalt Contractor days, Bill Neeley got me to read a book titled Only the Paranoid Survive and I’ll tell you that resonated pretty clearly for me. As we enter the winter downtime for some, I realize that the changes and trends that I’m researching for the next issue of AsphaltPro might be “off” enough to throw danger into the mix out there in the field. Stop and think about it. Northern producers and contractors are used to shutting down in late October. Seasonal employees clean out the silos and pack it in until April or May. Nowadays we have a range of cold patches on hand for emergency pavement repairs. A small crew stays on the payroll to grind and separate asphalt tear-off and scrap shingles. We have recycled asphalt pavement (RAP) piles to fractionate and stockpile. Don’t forget that warm-mix asphalt (WMA) for regular paving keeps everything in play. Most of you know I have an African Gray parrot (among others) in my home. As we stumble into autumn, the summer fruits and veggies that I supplement her bird food with are giving way to fall foods such as pumpkins, squash and what-have-you that she loves to eat. As a companion parrot owner, it’s my responsibility to make sure the new fruits and veggies lining the produce aisle and farmers’ markets are safe for all my birds. As construction industry professionals, it’s your responsibility to make sure you modify your safety culture to include facets of the environment that employees might not be used to. I’ll bet you’re not dressed the same way in November as you are in July, no matter what the project. Do you keep your long sleeves buttoned and snapped to keep material close to your body and away from conveyors and belts? Do you need to reset the seat on the paver or in the wheel loader, etc., to accommodate a bulky coat? Maybe you’ve put on a ski mask to keep winter winds from whipping down the valley and cutting your already chapped skin. Make sure that mask doesn’t interfere with your vision. When you’re hurrying from one component to another to the control house to wherever, make sure your ear muffs or hood doesn’t interfere with the sound of the haul trucks on site. If it’s something your team isn’t used to, then it presents a new set of safety features to go over. Icy patches that lend themselves to heavy falls and snow-sun situations that blind a ground man to a falling component set a team up for injuries you’d never expect in the regular season. And as crazy as it sounds, you can still dehydrate and sunburn in the autumn and winter months. All the work zone safety rules apply. All the plant site safety rules apply. But adding new—and lower— temperatures of an extended season offers an opportunity to add more safety rules. It might make a good toolbox talk or two. It might also provide an opportunity to send extra employees to training schools for safety or safer/more adept equipment handling. This issue focuses on full depth reclamation (FDR) and crushing operations. Both may be new to your company’s arsenal due to pavement rehab needs and funding allotments, not to mention RAP’s popularity. Are your crews used to the steps and routines in all the pavement maintenance and green techniques coming down the pike? Once again, as construction industry professionals, it’s your responsibility to get them up to speed…safely. Luckily, there are in-house and online programs to help you do just that. Check out the training schools and consultants advertising in this issue and zing around the internet to find the method that works for you. Stay Safe,
www.theasphaltpro.com | ASPHALT PRO 5
around the globe
Industry News and Happenings from Around the World Africa
South Africa bitumen rack prices increased by 3 percent in October as compared to September prices. Source: Petrosil’s Bitumart
For updates, opinion and links concerning funding legislation, fast news, quick deadlines, etc., be sure to check the blog at www.TheAsphaltForum.blogspot. com, the website at www.theasphaltpro.com, our facebook page or our twitter account at http://twitter. com/AsphaltPro. We’d love to connect with you more often!
India It’s never too early to plan for an international show. The next BAUMA CONEXPO Show - bC India will be held Feb. 5 through 8, 2013. The second edition of the International Trade Fair for Construction Machinery, Building Material Machines, Mining Machines and Construction Vehicles will take place at the MMRDA Grounds in the Bandra Kurla Complex in Mumbai. Visit www.bcindia.com for information.
Ireland Powerscreen, Dungannon, Northern Ireland, has signed an agreement with Continental Equipment Co., a full-service distributor servicing the Kansas, Missouri and Southern Illinois area. Continental Equipment Co. focuses on equipment sales, parts and repair of mineral processing equipment.
Japan According to Petrosil’s Bitumart, Japan bitumen imports increased by 53 percent in August with a majority of those imports coming from countries like Korea and the United States.
Mexico Eriez Equipos Magneticos, S.A., (EEMSA) celebrated its 40th anniversary as an Eriez® affiliate in October. Since joining the Eriez family, EEMSA has become a leading provider of magnetic, vibratory and inspection equipment to the industrial marketplace of Mexico from its manufacturing plant located in the city of Queretaro.
New Zealand Reuters reported Oct. 10 that a container ship from Liberia had run aground about 12 nautical miles off Tauranga, New Zealand. At that time, approximately 350 tonnes of heavy fuel oil had spilled and was reaching nearby beaches, but booms were placed over harbor entrances to keep oil from wetlands.
Spain Argus Media’s Europe/Africa Bitumen Conference takes place in Barcelona, Spain, May 16 through 17, 2012. Visit http://www.argusasphalt.com/index.html. 6 november 2011
Alabama The National Center for Asphalt Technology (NCAT) hosts its Test Track Conference Feb. 28 through 29, 2012, in Auburn. Visit the Upcoming Events at http://www. eng.auburn.edu/research/centers/ncat/ for details.
California Make reservations now for the National Asphalt Pavement Association’s (NAPA) 57th annual meeting in Palm Desert, Calif., Jan. 22 through 25. Visit the association’s newly named website at www.asphaltpavement.org for information.
Colorado Come to Denver for the 39th Annual Rocky Mountain Asphalt Conference and Equipment Show Feb. 22 through 24, 2012. Visit www.rmaces.org for all the info.
Florida The Florida Department of Transportation (FDOT) has a scheduled bid-letting this Dec. 7, 2011. Visit www.dot.state.fl.us. Remember that “new” specs and bidding documents are available on the FDOT site as well. Check out “Online Ordering Highlights.”
Georgia The Federal Highway Administration (FHWA) is hosting the first Intelligent Compaction (IC) National Workshop this Dec. 13 at the Atlanta Sheraton Gateway Hotel. Registration is free, but limited. Deadline is Nov. 30 at Eventbrite online.
Indiana • Deister Machine Co., Inc., Ft. Wayne, Ind., announced in October that Co-Owner and Chairman Irwin F. Deister, Jr., has recently celebrated 60 years of service to the family-owned company, which is nearing its century mark. • Do you have equipment-hauling needs? Jeff Conner joins Talbert Manufacturing, Rensselaer, Ind., to represent the company as the area sales manager for the Southeast. You can reach him through sales@ talbertmfg.com.
The Missouri Asphalt Pavement Association (MAPA) hosts its annual conference and equipment exhibits Jan. 9 through 11 at the Holiday Inn Select in Columbia, Mo. Watch www.moasphalt.org for details.
• According to officials from Phoenix Industries, Las Vegas, the company has entered into a multi-year fabrication and sales/service agreement with the M-B Companies, Inc. Under this agreement, Phoenix officers say MB will take over the manufacturing of PI’s line of recently developed mobile pothole repair equipment. • You have plenty of time to prepare for this change: the show management for CONEXPO-CON/AGG and IFPE has announced that the mammoth event will be held March 4 through 8, 2014, at the Las Vegas Convention Center.
Prepare for the industry’s largest asphalt offering at the World of Asphalt. The conference and exposition will be held March 13 through 15, 2012, in Charlotte, N.C. Visit http://www.worldofasphalt.com/ for reservations and the conference schedule.
• Astec, Inc., announces that Steve Claude has accepted the newly created position of senior vice president—sales and marketing. • The 18th annual C&D World, which is the annual meeting of the Construction Materials Recycling Association (CMRA), will be March 25 through 27, 2012, at the Nashville Convention Center. Visit www. cdrecycling.org for more information or contact email@example.com.
The American Road and Transportation Builders Association (ARTBA) 2011 John “Jake” Landen Memorial Highway Safety award was presented Oct. 4 to two worthy recipients. Robert Hull, Utah DOT engineer for traffic and safety, and Owen Denman, retired president and CEO of Barrier Systems, Rio Vista, Calif.
Dexter + Chaney, Seattle, has announced the creation of a new business unit that focuses on technology solutions for construction operations. The Dexter + Chaney Operations Group will offer new products in early 2012. To contact the company, e-mail Brad Mathews at firstname.lastname@example.org or visit www. dexterchaney.com.
Straighten Your Work Zone’s Outline with Bollards by AsphaltPro Staff
nce the immediate danger of a work zone breach has passed, replacing barriers presents a sometimes expensive and/or unsafe situation for the team. The engineers at Davidson Traffic Control Products, Tacoma, Wash., have a safety solution for long-term barriers with the introduction of the new X-Last® polyurethane composite bollards designed with maximum flexibility and durability. The bollards are described as “tough as nails,” and fully comply with the function of
preventing vehicles from entering prohibited zones, according to the manufacturer. The bollards have enough flexibility, according to the manufacturer, that they are virtually impossible to break. Even once they are hit and knocked down, they return to their full, original, upright form. The material cannot be broken or dented, and will never rust. Maintenance of the X-Last bollard compared to steel bollards is described by the manufacturer as virtually non-existent. For instance, the bollards are solid color throughout to make painting or refinishing unnecessary. Because they’re plastic, they’re impervious to the corrosive effects of salt.
Here are some of the benefits Pexco/Davidson lists for the polyurethane bollards: • perception of steel, flexibility of plastic • rigid to touch, resists light bending forces • rigid to “tipping point” then flexes to allow emergency vehicles to pass • safer for workers and ground crew than traditional metal bollards • durable polyurethane composite for low maintenance • can be mounted into new or existing pavement • UV-stabilized high impact plastic components • 5-year factory warranty on all X-Last bollards. For more information about the bollards, contact Peter Speer at (253) 284-8000 or email@example.com. Tell them you saw it in AsphaltPro Magazine. 8 november 2011
Avoid Premature Screen Media Failure with Proper Installation from Major Wire Industries, Ltd.
o matter what kind of screen media you choose, proper installation is crucial. Poorly installed screen media can slow down your operation and hurt your product quality, production and profit. Produce material that meets specification, achieve longer screen media wear life and generate the tonnage your operation was designed to produce by installing your screen media right the first time. The two most common types of screen media are flexmat-type and woven wire. Here are some installation tips for both.
Prior to installation: • Check for proper tensioning system and correct installation of tension bar • Ensure that crown bar is fully engaged in “U” channel rubber and is consistent in height • Ensure clamp rails are not worn thin, bent or deformed • Ensure clamp rails are the same length as the screen media • In bolt-type tensioning systems: • Check the rail design and height of bolt holes • Check for missing bolts (replace if broken or missing) • Clean the rail and hook edge thoroughly • Check for cracks, broken welds and loose bolts on screen box or deck (fix if necessary)
Improper installation can lead to premature wire breakage.
During installation: • Ensure clamp rails are not overlapping multiple panels, but fit each panel • Side-tension systems: Ensure there is a .750 inch space between the wall and the outside of the hooks • Align polyurethane strips perfectly on all crown bar supports, making sure they lie flat on the bars when tightened • If equipped with overlaps, place overlaps on top of preceding screen media starting at the discharge end • Stretch flex-mat-type screen media “tight as a drum” • Do not over-tighten when using an impact wrench on wire diameters less than .148 inches • Check tension: the heavy end of a screwdriver or hammer should bounce easily on the screen media None of these tips mean anything if you are operating a faulty screen box. Placing screen media in an inadequate screen box will almost certainly result in premature failure. Before you install your screen media, make sure your unit passes inspection. 10 november 2011
Make sure crown bar rubber is not missing, damaged or worn.
If crown bar supports do not create a consistent crown curve or if they are worn or bent, don’t install the screen media. If the screen media itself is too flat, lacking a proper crown curve, or if it does not fit tight against all crown bar supports, do not install it. You also want polyurethane strips to line up perfectly on all crown bar supports before installing screen media. Check for use of “J” bolts; these indicate a problem with the crown that you want to fix.
Do The String Test New crown bar rubber should be installed with each new set of flex-mat-type screen media. To see if you have installed it correctly, perform the string test. First, run a string from sideplate to sideplate over the crown bars and pull the string tight. Next, check for gaps between the string and the crown bars to see if the screen media will sit on them properly. If there are gaps, then the height of the crown bars must be corrected or breakage will occur.
Woven Wire Prior to installation: • Look for significant damage to crown bars and screen decks • Inspect the crown bar rubber for damage and wear (replace if necessary) • Ensure the crown bar rubber is the same type and height and covers all of the crown rails
Ensure all bolts are present; this picture shows missing bolts.
www.theasphaltpro.com | ASPHALT PRO 11
• Make sure side clamp rails are not worn thin, bent or have curves or “dimples” where the clamp rail bolts come through • Ensure the side clamp rails equal the length of the screen media or they will cause uneven tensioning • Check crown bar height by doing the string test described above • Remove all material build-up from the hook ledge on the pan side of the screen box and/or the crown bar rubber During installation: • Make sure the screen media has the correct outside and inside hook width for the deck • Ensure that the ends of the screen media panels fit together tightly to prevent the passing of oversize material • Make sure the lengths of all screen media “tail ends” don’t exceed more than 50 percent of the opening size where they meet • Side-tension screen boxes: position the screen media so clearance from the pan side to the hook is even on both sides • Tension your screen media by tightening the bolts intermittently from both sides • Once installed, make sure all screen media is seated properly on all crown bar tops and the side clamp rails match the length of the screen media
A curved tension bar decreases screen media wear life.
Conduct Habitual Inspections Once you have properly installed your screen media, conduct daily inspections before startup and after shutdown. Make sure that your screen media and screen boxes are free of unnecessary wear, breakage or damage. Catching problems ahead of time can save costly fixes later. If you need a second opinion, most original equipment manufacturers or parts servicemen can send a local authorized dealer to provide a screening plant audit. Major Wire is one that offers this service for free. During an audit, a dealer representative will review the screening plant and compile a detailed report of findings with photographs and clear recommendations of adjustments that will help the operator maximize the screening operation. 12 november 2011
Properly tensioned flex-mat-type screen media
Additional Screen Maintenance As the engineers at Major Wire suggest, conducting daily inspections gives you a better chance to catch minor problems before they become major downtime. Cliff Mansfield of CM Consulting, Odell, Ore., offered some specifics concerning the screen media. “Inspect the condition of the screen cloth,” Mansfield said. “Look for the obvious: excessive wear, broken or missing wire, or wire cracking, especially around the edges where the mount bars are.” Darryl Kerr is the engineering manager of WRT Equipment Ltd., Saskatoon, Saskatchewan, and reminded producers that wear can occur beyond the edges. “Screen wear will most often occur where the feed material impinges on the screen media,” Kerr said. He offered a fix to the problem. “For heavy, or abrasive materials, it’s recommended that the material be fed into a feed box on the screen where it’s slowed down and redirected to flow parallel to the screen.” “Wear also often occurs where the screen crosses crown support bars,” Kerr continued. “The operator should ensure that all support bar rubber, plastic caps, pads are installed and not worn through to metal. Early screen wear may also occur at the clamping location due to movement of the screen media relative to the clamp bars or media supports arising from improper tensioning. As well, the joint between screen media sections can show high wear if there is an elevation change due to uneven tensioning.” Patrick Reaver, product development manager of Astec Mobile Screens, Sterling, Ill., spoke of the trouble over-tensioning can cause. “Typically a curved tension bar would come from over-tensioning,” he said. Other reasons for a curved tension bar include material between the
by AsphaltPro Staff
cloth hook and the bar or from screen media that isn’t square, he said. “There is no good way to ensure that it’s straight; therefore it is better to replace the bar.” Kerr agreed with this solution: “In general, a curved bar should be replaced because it is more difficult to achieve even tensioning because some bolt tension is used to straighten the bar itself. If the curvature is slight enough that there is no flattening or kinking of the clamping edge, and if the clamp bolts can still be inserted and the bar straightens under only a small bolt tension, then it may work satisfactorily. The cost of clamp bars is usually low compared to the labor costs and downtime costs incurred while spending extra time trying to salvage damaged clamp bars. “Clamp bars should always match the length of the screen media in order to achieve even tensioning and to prevent material from lodging under the clamp bars,” Kerr continued. “Clamp bar ends should touch each other and reach the outer ends of the screen media. Gaps between bars should be reduced below ¼ inch (6mm) at maximum. Large gaps are the result of missing or incorrect clamp bars. In the case of excess gaps, a new set of clamp bars should be installed.” That’s why clamp bars are among the spare parts experts recommend producers keep on hand to avoid downtime. “It’s a good idea to have a spare screen on hand regardless of the condition of the one on the machine,” Mansfield also suggested. “Check all the support springs. Look for broken, missing or excessively worn components. One thing to keep in mind: spare springs stored in your parts inventory could well prevent downtime in the event of spring failure.”
www.theasphaltpro.com | ASPHALT PRO 13
mix it up
Innovative Density Testing Saves Time
How often do you take sensitive lab equipment out to a paving site? For the personnel at Advance Testing, Campbell Hall, N.Y., it’s an everyday occurrence that saves their contractor clients time. Of course, they use caution to accomplish this. James P. Smith has owned and managed Advance Testing since 1984. The company provides both field inspection and lab analysis of all kinds of construction materials for commercial, private and public organizations out of three primary offices in New York, New Hampshire and Massachusetts. The company has been honored by the Orange County Chamber of Commerce, holds a multitude of certificates of accreditation and lists some of the huge projects it’s been involved with on its website. But personnel don’t appear to rest on their laurels; they’ve recently become innovative in the way they test asphalt pavement densities. The director of business development for the company, Chris McCracken explained that Advance Testing currently owns six CoreDry™ units from Instrotek, Inc., Raleigh, N.C. Two of those units are permanently assigned to their laboratories. Since 2004, the CoreDry instrument has used vacuum technology to dry compacted asphalt samples and field cores in about 20 minutes. It
14 november 2011
by Sandy Lender
dries the sample at close to room temperature so the lab technician has an accurate and repeatable dry sample weight for calculating density or other tests that require a dry sample weight. Maurice Arbelaez of InstroTek explained the benefit. “Instead of waiting a set amount of time for a core to dry, technicians put it in the CoreDry for 10 to 15 minutes.” That time savings alone has contributed to the device’s popularity, according to Arbelaez. “More and more states are using it,” he said. “AASHTO is considering this method for a standard.” “We are using it to determine the density of the core that was removed from the pavement,” McCracken said. “This is used to determine the in-place density of the pavement. Using the CoreDry in conjunction with density gauges enables the contractor and asphalt field technician to make adjustments to the compaction effort to reach the desired in-place density.” With AASHTO looking into this method, Advance Testing is ahead of the curve with six devices. But only two stay in the lab. “The remaining four are outfitted and prepped for usage on project sites,” McCracken said. Outfitting a piece of lab equipment for work zone use takes a little planning. As Arbelaez pointed out, the CoreDry isn’t an all-weather machine. “The unit is designed for lab use, not field use. You have to take precautions with the unit.” McCracken’s team has that under control. “We purchased pre-fabricated cases and custom-fit foam inserts to protect the equipment while traveling,” McCracken said. “The exterior of the cases is a hard, impact-resistant plastic, and we have handles on them designed to make lifting the CoreDry possible. “Our CoreDry units are typically transported in secured truck beds, which provide a suitable platform to set them up on for testing after obtaining cores. The CoreDry can be used in the case as long as the foam surrounding the unit is removed so air flow isn’t restricted. Many times, after the first few days of testing, a job trailer location is provided for a semi-permanent testing site.” The generators Advance Testing personnel use for the CoreDry units in the field range from 5,000 to 6,200 watts. The reason they go to so much effort to take this equipment to the jobsite is simple: it saves the contractor time when it comes to receiving density results, which allows the best pavement possible. Imagine getting density numbers back on your job in half an hour from the back of a work truck instead of waiting a day or so for a call from a lab two hours away. At press time, Advance Testing had this scenario in play. “We are currently using the CoreDry on several projects that are two to three hours from our main laboratory,” McCracken said. “This allows the contractors to have results immediately instead of having to wait until the technician [three hours away] can test the cores. The asphalt field technician is able to verify the gauge correlation in real-time and make adjustments if needed.” It’s good lab practice to use a device that will speed up results without compromising core or sample integrity. It’s also good business to find innovative ways to use those lab practices with outside-the-box thinking. The personnel at Advance Testing do a little of both for time savings and pavement improvement.
How to Remedy Temperature Fluctuations at the Plant
by Bryan Eley
ABOVE: This HMA plant has asphalt heating and storage by Heatec. BELOW LEFT: This asphalt terminal has key systems and equipment by Heatec. BELOW RIGHT: This emulsion plant has key systems and equipment by Heatec.
perators of asphalt terminals, hot mix asphalt (HMA) plants and emulsion plants (Figs. 1,2,3) sometimes encounter unexpected variations in the temperature of asphalt at their facilities. It can be puzzling when instrumentation that monitors the temperature indicates widely different temperatures for the same batch of asphalt. It’s important to know if the differences are caused by faulty instrumentation or by actual differences in temperature of the asphalt—or both. Some temperature variations can be expected and may not be cause for alarm. But some operations require more accuracy than others and should be investigated when temperatures are out of bounds. Each facility determines what asphalt temperature is required for different operations.
16 november 2011
The temperature for one type of operation may be significantly different from another. Different temperatures are normally required for asphalt storage, truck loadout and polymer blending at an asphalt terminal; asphalt storage and making HMA at an HMA plant; and blending emulsions at an emulsion plant.
The temperatures for blending emulsions may require more accuracy than other operations. In any case, temperature instrumentation and control needs to be reliable and accurate. Let’s suppose you find significant differences in temperature on devices that monitor temperatures of the asphalt at your facility. You need to know why
at other facilities, thus problems and remedies are usually the same. Assume the blending system is controlled by a PLC. Assume the asphalt supply system has thermocouples, temperature controllers and dial thermometers (Fig. 4 and 5). Note: RTDs (also known as Resistive Thermal Devices or Resistive Temperature Detectors) can be used in place of thermocouples if greater temperature accuracy is required. Thermocouples are usually adequate.
Suppose you encounter the following situation:
ABOVE TOP: Figure 4. This is an example of a thermocouple and dial thermometer in wells on a Heatec asphalt tank at an emulsion plant. ABOVE: Figure 5. Notice the thermocouple and dial thermometer installed in wells of a storage tank at an asphalt terminal. The tank was fabricated at the plant site.
they are different and what to do about the findings. Let’s explore an example and possible causes. Because asphalt emulsions probably require more accurate temperature control than other operations, let’s discuss temperature instrumentation for an asphalt emulsion blending system. Many of the same components are used
• The dial thermometer installed in your asphalt tank is showing 306 degrees F. • The temperature controller connected to the thermocouple installed next to the dial thermometer is showing 296 degrees F. • Another temperature controller connected to a thermocouple in the asphalt piping is showing 325 degrees F. • The computer screen used with the PLC is showing an asphalt temperature of 290 degrees F.
Why the differences? Which one is correct?
Let’s assume that none of the instrumentation is defective and that all components are capable of operating within their design limits. Also be aware that the temperature controller that regulates the tank heating system has a certain amount of hysteresis—or dead band—that allows the temperature to exceed the set point www.theasphaltpro.com | ASPHALT PRO 17
somewhat to prevent constant recycling. Here are some of the things that could account for the differences: • The temperature at one level in an asphalt storage tank may be different from that at another level in the same tank. This is normal because heating may not be perfectly uniform throughout the tank. But temperature differences can be minimized if the tank has a mixer. Thus, tanks should have mixers if they’re used to supply asphalt emulsions that require closely maintained temperatures. Otherwise, the temperature of the asphalt at the outlet of the tank may not be the same as the temperature at the thermocouple and elsewhere in the tank. • The dial thermometer and thermocouple in Heatec asphalt storage tanks are normally installed close to each other. As a result, differences in asphalt temperature at their locations should be negligible. That means if you see significantly different temperature indications between those two devices, it is due to differences in the devices. But the differences could still be within the rated tolerances of the devices. • All instruments have tolerances. Dial thermometers are typically accurate to plus or minus one percent of full scale. So one with a scale from 150 to 750 degrees F may show temperatures 6 degrees F higher or lower than true temperature. Typical tolerances for thermocouples are plus or minus 4 degrees F. In the example above, the temperature difference between the two devices is 10 degrees. So it’s possible that both devices are within tolerances, one being 6 degrees too high and the other being 4 degrees too low, even though this extreme is not likely. • Lack of oil in the wells of tanks where thermometers, thermocouples and capillary bulbs are installed (Fig. 4,5,6) can cause significant temperature errors. Bubbles in the oil can also cause errors. The wells should be partially filled with thermal fluid, with enough space left to allow for expansion. Only thermal fluid or heat transfer oils should be used in the wells. Motor oils and other types of oils should not be used. There should be no water in the oil. When adding oil, make sure all bubbles have escaped from the oil in the well before installing the thermometers and thermocouples. • The temperature of the liquid may change as it flows from its storage tank to other components. It may either increase or decrease, depending on pipeline insulation and design of the pipeline heating system. • The 4 to 20 mA output signal from the temperature controllers may not be properly scaled to the input of the PLC and its computer screen. What can be done about these differences? Do the easy things first. Make sure there is oil (without bubbles) in the wells of the tanks where the thermometers and thermocouples are installed. Make sure the PLC is set up so its 4 to 20 mA input is properly scaled to the temperatures represented by the 4 to 20 mA signal from the temperature controller. If these things don’t solve the problem, it’s time to do some testing. You’ll need a temperature testing instrument. It must have an accuracy well within the tolerances permitted for the mixes you make. It should be more accurate than published tolerances for the thermometers, thermocouples and capillary bulbs you’re testing. You’ll need an instrument such as the Fluke 1552A EX Thermometer, which has an accuracy of plus or minus 0.09 degrees F. Use it to check the temperatures at the locations where your thermometers, thermocouples and capillary bulbs are installed. Compare temperature indications from the test instrument to those indicated by the devices. These devices should be within their 18 november 2011
ABOVE: Figure 6. This capillary bulb and dial thermometer are installed in wells on a Heatec asphalt storage tank at an HMA plant. BELOW: Figure 8. The Heatec decal for asphalt tanks is located next to the wells where dial thermometers, capillary bulbs and thermocouples are installed.
Figure 7. The temperature controller uses output from the thermocouple to display asphalt temperature and to regulate its temperature.
published tolerances. If a dial thermometer is out of tolerance, try resetting its adjustment. If a temperature controller connected to a thermocouple shows an erroneous indication, adjust the bias in the controller to produce an accurate indication. When all temperature devices are within tolerances, you will then know that any temperature differences found at different locations are real. In that case you’ll need to adjust the tank heating and/or pipeline heating to provide the needed temperatures. Incidentally, you can improvise a single point check of a thermometer or temperature sensor by placing it in boiling water. It should produce a temperature reading equal to the known boiling point of water. But the reading may not be useful unless you now the boiling point of water for your local altitude. For example, as sea level water boils at 212 degrees F. But in Denver, where the altitude is one mile high, water boils at 202.5 degrees F. Be aware that flow meters and other monitoring devices may incorporate sensors
to compensate the devices for temperature variations. But their sensors may not provide a true indication of actual process temperatures because they are affected by heat tracing and insulation. So don’t be concerned with these temperatures when comparing mix temperatures. Special Note: Dial thermometers, thermocouples and capillary bulbs are not usually installed in new vertical asphalt tanks before they’re shipped from the factory. Instead, they are packaged separately and shipped with the tanks for installation when the tanks are set up at the customer’s facility. To make sure temperature indications and control is accurate from Day 1, Heatec now installs a decal (Fig. 8) on asphalt tanks next to the wells. It should alert set-up crews that oil needs to be added to the wells when the devices are installed. It also provides a reminder about how to check the oil later. If you would like to get one of these decals free for each of your Heatec tanks, please call Heatec and ask for the Parts Dept. www.theasphaltpro.com | ASPHALT PRO 19
FDR Plays Integral Role in Popular Project by Tom Kuennen
The new GRW 280 pneumatic roller from Hamm finished compaction of the CIR course in the passing lane of I-81. The GRW 280 was introduced to North America at CONEXPO-CON/ AGG, but its design was already winning awards in 2010. Major industrial design competitions awarded the GRW 280 platform with the iF design award 2010 and the red dot design award 2010 for its accomplished ergonomics and functionality.
Full depth reclamation was an integral part of Virginia DOT’s total recycling of I-81 this year Editor’s Note: While the following article details some techniques that eliminate the use of an asphalt production plant, it points out the important use of HMA, SMA, foamed asphalt and PG-graded binders where necessary. The staff of AsphaltPro is pleased to point out the wise use of asphalt products in a very popular recycling project for the United States. 20 november 2011
The operator’s platform rests in a new position, on a newly designed, asymmetrical frame, and as you can see from the picture, it features one maneuverable seat rather than two. The GRW 280 can be ballasted from 10 to 30 tons. Thanks to the machine’s intelligent ballasting system, the distribution of weight to the front and rear axles is supposed to remain constant, regardless of how much ballast the GRW 280 carries.
No matter how much the version of the GRW 280 weighs, its machine height remains less than 10 feet. This not only simplifies transport on a low-bed trailer, but also working under bridges, protrusions or other overhangs. The GRW 280 is equipped with a 4-cylinder engine with a 134-horsepower output and a common rail injection system. It’s designed to fulfill the requirements of U.S. EPA Tier 3 requirements.
or the I-81 project, the Virginia Department of Transportation (VDOT) requested full depth reclamation (FDR) using foamed asphalt cold mix from a portable plant combined with in-situ base stabilization reclamation—and cold in-place recycling (CIR)—all in one project. Lanford Brothers Co., Roanoke, Va., took it on. Lanford Brothers was the prime contractor for the I-81 In-Place Pavement Recycling Project in Augusta County south of Staunton. As part of the $7.6 million project, Lanford Brothers rehabilitated and paved a 3.7-mile section of southbound 1-81 in Virginia’s Shenandoah Valley that had experienced deterioration in the highway’s subbase. The high-profile project used cold milling machines, a soil stabilizer, a portable plant and a cold in-place recycler. Envisioned as a project that would save money for the DOT while being a prominent example of environmentally sustainable road reconstruction, VDOT maintained a project website with explanatory downloads, project schedules and maps. Representatives conducted media outreach and visited schools to explain what was going on with the project. As a result, VDOT was so successful at “branding” this project as a recycling effort—instead of a simple construction project—that local traffic reporters came to refer to it as the “I-81 recycling project” in their traffic updates.
Cold Mix from Portable Plant
After rebuilding shoulders to accommodate work zone traffic, Lanford used Wirtgen W 210 and W 2100 mills to mill the top 10 inches of asphalt from the right-hand “truck” lane and trucked the recycled asphalt pavement (RAP) to a Wirtgen KMA 220 portable cold mix plant just off the interstate, adjacent to the work zone. There the material was foam-recycled for immediate placement on I-81 as a flexible base course. In the meantime, the subcontractor Slurry Pavers, Inc., used a Wirtgen WR 2400 to stabilize the revealed, existing subgrade, which had deteriorated to the point of causing damage to the friction course, to a depth of 12 inches. Slurry Pavers added a 5 percent lime kiln dust called Calciment, which is a reclaimed industrial byproduct that had been hydrated prior to mixing. The resulting mix was compacted in-place with padfoot and smooth drum rollers. Next, the 100 percent recycled foamed asphalt mix from the KMA 220 was used to pave a new flexible base course over the restored subgrade to 6-inch compacted depth, later to be topped with a 4-inch intermediate course of conventional hot mix asphalt (HMA) and 2-inch friction course of stone-matrix asphalt (SMA). Foamed asphalt or bitumen mixes incorporate liquid “foamed” bitumen or asphalt as a stabilizing agent, in which hot performance-grade asphalt is foamed with water and air, and is then injected into reclaimed materials or aggregate in a mixing chamber, creating a cold mix. Precise addition of water allows control of the rate and amount of asphalt foam expansion. The expanded asphalt has a resulting high surface area available for bonding throughout the materials, leading to a stable cold mix that can be overlaid with a thin or conventional wearing course. This foamed asphalt mix is placed, graded and compacted, and can permit traffic almost immediately, although on the I-81 project a 24-hour interval was used. In the second phase of the project, subcontractor Reclamation, Inc., West Hurley, N.Y., used a Wirtgen 3800 CR recycler to perform in-place foam recycling in the left-hand passing lane. For this work the top 2 inches of pavement was milled off, followed by CIR of the next 5 inches. The foamed asphalt-stabilized base layer then was compacted using two Hamm HD 120 rollers and one Hamm GRW 280 pneumatic (rubber-tire) roller. It was then topped with a 2-inch HMA intermediate course and a 2-inch friction course of SMA.
Level Night Milling
Lanford personnel followed best practices, double-checking grade behind the mill.
The crew from prime contractor Lanford Brothers Co., Roanoke, Va., used a Wirtgen W 210 to mill the top 10 inches of the right-hand lane of I-81.
Combination of Methods
“VDOT is employing a specific combination of reconstruction methods that has the potential to revolutionize how we rehabilitate our aging roads,” Dr. Brian Diefenderfer, P.E., said. He’s a pavement scientist at VDOT’s research arm, the Virginia Center for Transportation Innovation and Research (VCTIR, formerly the Virginia Transportation Research Center). “We are using three specialized processes to recycle existing pavement materials at the site and reuse them as we rebuild the pavement. This is the first time the three recycling methods will have been used together on a single pavement reconstruction project in the United States.”
The Lanford crew elected to connect their Wirtgen Level Pro on the side of the milling machine, as opposed to mounting it at the operator’s station. The Level Pro is designed to simultaneously display details concerning the leveling operation, such as target values and actual values of both milling depths and of the milling slope. A controller is located inside the machine (for its protection) and receives messages from up to seven sensors. It evaluates all sensors and then actuates both the machine’s height adjustment and the control panel you see here. www.theasphaltpro.com | ASPHALT PRO 21
“This project saved Virginia DOT and taxpayers millions of dollars by reusing existing resources, rather than buying and transporting tons of new raw material to the site, and having to dispose of old materials off-site,” Ken Lanford, president of Lanford Brothers, said. “This is the first time these processes have been utilized together on the same project and in the same location, and we’re proud to have VDOT as our partner as we develop new, environmentally friendly, cost-effective, accelerated construction techniques for asphalt repair.” The project methodology not only saved materials and truck trips; it substantially compressed the time it would have taken to conventionally execute the project. “Conventional pavement construction on this project would have required building another travel lane, using extensive natural resources, and taking one to two years to complete,” Lanford said. “But by using in-place recycling, the project time was cut to six to seven months, resulting in significant cost savings, and reduced traffic disruptions to Virginia taxpayers.”
Using Foamed Asphalt
The crew from subcontractor Reclamation, Inc., West Hurley, N.Y., used a Wirtgen 3800 CR to perform CIR of the left-hand lane of I-81.
“This is the first time the three recycling methods will have been used together on a single pavement reconstruction project in the United States.” — Dr. Brian Diefenderfer Here’s the RAP conveyor delivering raw material to the KMA 220 from Wirtgen.
The actual reconstruction portion of this project was completed during five separate, 5 1/2-day-long single-lane closures over a twomonth period, Lanford said. All other work was completed using standard 8 p.m. to 7 a.m. allowable lane closures.
The control room of the KMA 220, which was set up adjacent to the project site, is in the center of the production operation in this image. Foamed asphalt loads out to go to the project site where it will be placed as a base course.
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“This section of I-81 was 43 years old,” Chaz B. Weaver, P.E., said. He’s the district materials engineer, VDOT Staunton District Materials Section. “It was really beaten-up. It had gotten more truck traffic, and lasted longer, than it was originally designed for. We had gotten to a point where our maintenance cycles were three, maybe four years long, with patching in-between. It’s very, very expensive to come out every four years, while we are looking for a 10- to 12-year cycle for a surface fix. “Cores evaluation and pavement analysis with the falling weight deflectometer indicated that the base layer—about 24 to 26 inches down—had failed,” Weaver said. “We needed a process that could go in very deep, fix the entire pavement structure, and get out very quickly. With the Wirtgen machinery and the recycling process we can do that efficiently and accelerate construction as much as possible.” Elimination of countless truck trips was another big benefit to the intensive recycling process used on I-81. “The KMA 220 is right off the job site and the entire loop is no more than a few miles, as opposed to
After the Lanford crew removed the upper layers, team members from subcontractor Slurry Pavers, Inc., used a Wirtgen WR 2400 to lime-stabilize the revealed, existing subgrade to a depth of 12 inches.
bringing in hot mix asphalt from 20, 30 miles away,” Weaver said. “Bringing the recycled mix back to the site from the plant is much quicker and more efficient than hauling in virgin HMA, even if it does contain reclaimed asphalt pavement.” The KMA 220 is a high-tech piece of machinery, Weaver said. “It does many things for the recycling process,” he said, “but I’m most impressed in its verification of the weights and the temperature of the liquid asphalt, and the water injection rate. It’s very clean and compact, and can be set up quickly in a small amount of space. And obviously it’s very mobile.” In the KMA 220 the milled RAP was stabilized with 2.2 percent PG64-22 foamed asphalt, plus 1 percent cement. “It’s a very new technology for us, but there are so many benefits to using it to fix I-81,” Weaver said. The intensive use of recycling also eased traffic woes that would result from a prolonged work zone set-up. “One of the benefits of accelerating construction this much is that we can maintain traffic, when reconstruction is underway, on a very short detour onto a parallel primary route, U.S. 11,” Weaver said. “To go in with traditional materials we’d probably use jersey barriers and have to widen the road to maintain two lanes of traffic. It would have meant a substantial amount of money and time.”
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Cutting to a specified depth of 15 inches, Suit-Kote’s RS950B enabled the crew to reclaim an average of 2 lane-miles of road per day.
Suit-Kote Upgrades Rural Roads New reclaimer/stabilizer and private funding come to the rescue for deep shale project by Rick Zettler
uch of the U.S. highway infrastructure continues to age and deteriorate due to lack of a comprehensive road bill and eroding investment in the nation’s roads. However, some of the country’s secondary and rural roads are being upgraded, and funding is coming from unlikely private sources. Energy companies with stakes in the Marcellus and Utica deep shale gas reserve development are working with local departments of transportation in Pennsylvania to help pay for upgrades to rural highways and secondary roads. It’s a combination of the gas companies being good corporate citizens and good business people, making necessary investments as a part of
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the cost of doing business. Deep well hydraulic fracturing, or “fracking,” requires heavy drilling equipment and millions of gallons of water—5.6 million gallons (21.2 million l) to be exact—for the typical Marcellus well according to a May 2011 Chesapeake Energy fact sheet. This results in hundreds of truck trips carrying tens of thousands of gallons of fresh water to the jobsite and additional trips to remove waste water from the drilling process. Often, these sites are found where the roads are structurally deteriorating or not built to withstand this type of heavy truck traffic. “In Pennsylvania, hundreds of miles of county highways and rural roads are being upgraded to better withstand the abuse of heavy truck
traffic used for fracking,” Scott McMaster, district manager for Terex Roadbuilding, said. “The side benefit is that motorists have smoother and less treacherous roads to navigate.”
Foothills of Pennsylvania
One contractor charged with making these roadway improvements is Suit-Kote Corporation, Cortland, N.Y. The family-owned company in its 90th year of business serves primarily the Northeast with locations in New York and Pennsylvania and roams a market stretching from Massachusetts to Ohio for its asphalt related services. It is involved with all facets of asphalt production, paving and maintenance. In addition to producing hot, warm and cold mixes using virgin aggregate or designs incorporating recycled asphalt, Suite-Kote supplies performance-grade and asphalt-emulsion liquid binder. Beyond offering a superior product line, Suit-Kote also provides state-of-the-art engineering services designed to properly formulate asphalt paving and full depth reclamation (FDR) processes. Suit-Kote has a long history of working for the Pennsylvania DOT, but this year marked the first time the company worked for energy companies to improve rural roads for the heavy truck traffic. “We have upgraded approximately 45 miles of roads so far,” Paul Suits, vice president of SuitKote Corporation, said. “I would describe these roads as state highways, farm-to-market and secondary roads.” Road weight limits vary but many are rated at carrying a maximum of 10 tons (9.1 mt). Historically carrying low traffic volumes, most of these roads are old and in various states of disrepair. “Most of them average 3 to 10 inches (7.6 to 25.4 cm) or more of old, oxidized asphalt with designs ranging from macadam to surface treatments to hot mix asphalt,” Suits added. The rehabilitation process for the roads is relatively the same. Contractors use FDR to dry grind the existing asphalt road plus a portion of the subbase material. A second pass with the reclaimer/stabilizer blends portland cement and water with the pulverized material to create a stabilized base for fresh asphalt. After a curing period of approximately five days, an average of 5 to 8 inches (12.7 to 20.3 cm) of asphalt is paved over the stabilized base material. Even with the high truck traffic employed in the fracking process, the customer’s goal for these rehabilitated roads “is a 10-year service life,” Jeff O’Shea, foreman for Suit-Kote, said.
“Most of them average 3 to 10 inches or more of old, oxidized asphalt with designs ranging from macadam to surface treatments to hot mix asphalt.” —Paul Suits Improving State Route 1007 Earlier this summer, Suit-Kote brought its FDR train to northeast Pennsylvania to rehabilitate a 2.4-mile (3.9 km) portion of State Route 1007 in Bradford County. In addition to compactors and a grader, the crew used a 600 hp (448 kW) Terex® RS600 Reclaimer/Stabilizer equipped with an 8-ft (2.4-m) cutter. Suit-Kote used this machine for dry grinding the asphalt surface throughout the majority of the project. Asphalt depth varied, averaging 6 in (15.2 cm) throughout most of the project. However, there were pockets reaching 10 in (25.4 cm) in depth. Reclamation depths remained constant. “We had to cut to a 15-in (38.1 cm) depth to meet spec,” O’Shea said.
ABOVE TOP: To avoid a significant elevation change from existing road to new, Bradford County specifies a 4-foot slot-milling procedure prior to reclaiming the road. ABOVE MIDDLE: Suit-Kote’s 950 horsepower reclaimer/stabilizer cuts a 10-foot wide path and has the capability of reaching 20-inch cutting depths. ABOVE: In addition to the Terex RS950B, Suit-Kote’s FDR train includes a padfoot roller, grader and smooth drum finish roller.
The RS600’s center-mounted cutter housing positions the machine’s full 61,880-pound (28,068-kg) weight over the rotor, so it doesn’t ride out of the cut. Its 8-ft (2.4-m) wide by 50-in (127.7-cm) diameter mandrel is capable of reaching 16-in (40.6-cm) cutting depths. www.theasphaltpro.com | ASPHALT PRO 27
A V-belt power-band drive transfers the engine’s available 600 hp (448 kW) to the rotor. The machine’s cutter transmission offers four rotor speeds to match cutter speed to the application. A low/high speed work range delivers up to a 210 ft/min (64 m/min) operating speed. To properly reclaim the severely deteriorated road with the 8-ft (2.4-m) cutter, Suit Kote’s crews made three to four passes over the 22-ft (6.7-m) wide road. “We need to maintain the road’s proper grade and slope and not invert the road (by doing too few passes),” Suits said. Following closely behind the reclaimer/stabilizer, a padfoot roller provided preliminary compaction. This was followed by a grader, which began to establish grade for the new road surface. “The grade at some points of the previous road surface was as high as 12 percent, and the new road spec calls for a maximum final 6 percent grade,” McMaster said. A smooth drum roller was used for finish rolling prior to the stabilizing step. Some counties, such as Bradford County, specified an additional slotmill step in front of the reclaimer/stabilizer. According to a Pennsylvania DOT engineer, slot milling is done so the new layer of asphalt doesn’t add too much height to the road. Suit-Kote’s crews milled a 4-ft (1.2 m) shoulder section on one side of SR 1007.
making overlap passes, we need the ability to shut off the nozzles individually,” O’Shea explained. Water system operation is controlled at the operator’s station using the machine’s new 6.5-in (16.5 cm) color display panel. This display allows the operator to set and monitor cutter depth, travel speed, steering mode, load control, and engine and fluid parameters. It also helps the operator with fault monitoring, trouble-shooting and system calibrations. Similar to Suit-Kote’s RS600, the 950 hp (730 kW) machine has a centermount rotor design. The housing is fix-mounted to the machine’s frame, and a parallelogram leg design offers up to 36 in (91.4 cm) of elevation to lower/raise the rotor into and out of the cut. Four-wheel drive helps to power the machine through difficult cuts and slippery operating conditions, such as blending cement and water with the road base. Directly following the RS950B, crews again compacted and graded the road base to final slope and grade in preparation for the asphalt overlay. “Taking care of final grade during the reclamation process uses less asphalt, which can save the customer tens- if not hundreds-of-thousands of dollars,” McMaster said. The RS950B’s performance made an impression on Suit-Kote’s crews. While primarily blending cement to stabilize the road base, the machine was also used to make the first dry-grind pass on occasion. After adding the 950 hp (730 kW) machine with 10-ft (3.0 m) rotor to the job, Suit-Kote was able to reclaim 2 lane miles (3.2 km) of the 22-ft (6.7-m) wide SR 1007 road each day or nearly 5,400 cubic yards (4,121 m3). “The first day we had the RS950 on the job, I called and asked the foreman (O’Shea) how it was doing,” Suits recalled. “He replied, ‘It’s a beast…a night and day difference with the higher horsepower.’ So the crew nicknamed the RS950B ‘The Beast.’”
Early in the season, Suit-Kote used a fleet of Terex reclaimer/stabilizers for the FDR jobs in Pennsylvania. In addition to the RS600, crews used older RS650 and RS800 machines equipped with 10-ft (3.0-m) rotors. “An 8-ft (2.4-m) rotor is nice, but a 10-ft machine is better,” O’Shea said. “The 10-ft rotor saves us passes,” which saves Suit-Kote and the customer time and money. While working on SR 1007, the company took delivery of a new, 950 hp (730 kW) Terex® RS950B Reclaimer/Stabilizer, and it was put to work on the project. Initially, the machine followed the 600 hp (448 kW) machine to mix portland cement and water with the road base. Specifications called for 88 lb/yd (43.7 kg/m) of cement to be mixed with the pulverized material. Capable of stabilizing with asphalt emulsions and calcium chlorides, the RS950B pushed a water tanker to add water to the cement at a rate ranging from 3 to 5 gal/ft. With its maximum 500 gpm (2,273 lpm) water spray system, the RS950B’s independently controlled spray nozzles helped Suit-Kote’s crew ensure the correct percentage of water was added across the entire road width. “If we get into wet areas on the shoulder or are 28 november 2011
ABOVE TOP: Hundreds of miles of Pennsylvania county highways and secondary roads are being upgraded for the equipment used in fracture drilling. To date, Suit-Kote alone has upgraded approximately 45 miles. ABOVE: On State Route 1007, asphalt depths averaged 6 inches, but there were pockets of asphalt reaching 10 inches deep.
Wireless Technology Crosses the Border Multi-national enterprise adopts wireless tracking to monitor material delivery in real-time
The Gordon plant in Denver and the Specifications Aggregates Quarry (pictured) in Golden, Colo., took part in Lafarge North America’s pilot project in the Metro Denver area, where they installed PaveTag devices on 50 trucks.
by Curtis Kieres
afarge North America, is one of the largest diversified suppliers of delivery location because these metrics are part of the hauling cost and construction materials in the United States and Canada. As part quality assurance. When the truck approaches the plant’s silo, a fixed PaveTag interof an ongoing effort to improve operational efficiencies, Lafarge personnel selected the PaveTag™ system to use throughout its opera- rogator reads its tags; the tag’s unique ID number is associated with a tions in Colorado and Kansas. The technology is a wireless track and specific delivery order. A paper ticket, which is printed at the scale house showing both the truck number and trace system. delivery information, is captured elecAs seen in AsphaltPro before, MINDS, They also wish to implement a tronically. That data is then sent via the Inc., Boisbriand, Quebec, developed reverse method of PaveTag that Internet to a secure datacenter housed at PaveTag to address business problems the MINDS office. in plant operations. By leveraging radio involves tracking RAP from the As the vehicle approaches the paver, frequency identification (RFID) blended milling machine to the stockpile. with GPS, cellular communication deliva PaveTag interrogator on the paver ered over a web-based platform allows captures the tag’s ID number and, via PaveTag to provide real-time alerts, notifications and reports to foremen, GPS positioning and cellular communications on the paver, that data is superintendents and personnel in the field. It tracks asphalt from the also transmitted back to MINDS servers. At any given time customers can time it leaves the plant to the moment it arrives at the jobsite. During the access reports on the data via the Web, and also by using SMS messaging asphalt-transportation process, it’s vital to measure tonnages, time and or e-mail via smart phone.
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In the fall of 2009, Lafarge Western U.S. investigated the technology as an alternative to GPS-type equipment. The dump trucks used to deliver asphalt for Lafarge are often contract haulers, thus it was difficult for Lafarge personnel to require the installation of wired-in GPS equipment. With the PaveTag system, Lafarge simply needs to get the subcontractorâ€™s permission to place the PaveTag device on non-company haul trucks. The PaveTag system doesnâ€™t use satellite airtime; its RFID is a localized system and once the infrastructure is in place, personnel have unlimited use of the system without recurring network data fees. Transportation is a major expense next to material cost. Even a 1 to 2 percent improvement in truck efficiency is huge. Lafarge saw the potential of PaveTag and decided to deploy a pilot project in the Metro Denver area. The Gordon plant in Denver and the Specifications Aggregates Quarry (Spec Agg) took part in the project, installing PaveTag devices on 50 trucks.
ABOVE: This is the marker loop antenna on the side of one of the silo legs at the Wichita, Kan., plant location. BELOW: This arrow points to a PaveTag tag correctly installed on a haul truck.
The top of this Lafarge paver includes a marker loop antenna and long range antenna on a jobsite in Wichita, Kan www.theasphaltpro.com | ASPHALT PRO 31
This is the PaveTag box installed inside the control house at SpecAgg.
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The success of the tracking for Lafarge led them to expand the system to Northern Colorado (Ft. Collins, Greeley), Southern Colorado (Colorado Springs, Pueblo) and to Kansas (Wichita) asphalt operations during the 2011 season. “The MINDS team was great to work with and installed the system in a timely manner,” Kevin Garcia said. He’s the director of performance and innovation of asphalt & paving for Lafarge North America WUS. “Given the relatively small window since deployment we’ve realized opportunity for improving our logistics and reduction in costs. “PaveTag is a valuable tracking tool that enables information to be accessed in the field rather than manually trying to gather info by phone.” Lafarge currently plans to deploy and continue to evaluate the system into 2012. They’ve found other applications for the system as well, such as aggregate tracking for tracing the movement of materials from the quarry to the jobsite. They also wish to implement a reverse method of PaveTag that involves tracking recycled asphalt pavement (RAP) from the milling machine to the stockpile. The RAP to the milling machine is the next generation application. It hasn’t been deployed yet, but the concept is to equip the milling machine with the PaveTag box. Another will be set at the facility where the material is stockpiled. It’s a reverse logistics system to the regular PaveTag system Lafarge uses. But it’s no surprise to the MINDS team that this new customer is innovative. “We were pleased to work with the professional team at Lafarge,” Dwayne McMurchy said. He’s the project coordinator at MINDS, Inc. “They demonstrated commitment and drive to ensure the system was a success.”
by AsphaltPro Staff
he A2 motorway is one of the most important north-south links in Europe. At its heart lies the famous St. Gotthard road tunnel, which carries most of the transit traffic from Switzerland, Germany and Italy. A 7.5-kilometer stretch between the villages of Seedorf and Erstfeld near the tunnelâ€™s north entrance needed rehab, so Contractor Konig took
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care of it. The crew recycled the old concrete pavement, on site, for use as aggregate and placed a low-noise asphalt (type AC MR 8) pavement with a wheeled Super 1803-2 paver with AB 500-2 TV extending screed. This was the first time the new NavitronicÂŽ Basic 3D machine control from Vogele was used in Switzerland. Photos courtesy of Vogele.
Valley Corp Reduces Footprint, Increases Mobility by AsphaltPro Staff
owntime isn’t an option when it comes to crushing recycle on the move. When Valley Corporation, a recycle crushing company based out of Valley, Neb., started to explore its options for new crushing equipment, KPI-JCI stood out as an American manufacturer that could provide a versatile track-mounted horizontal shaft impactor (HSI) for the company’s highly-mobile operation. While Valley Corp. is a longtime customer of a different overseas equipment manufacturer, management sought a manufacturer closer to its service area that could offer equipment that would minimize teardown and maximize profits, Matt Bevington, president of Valley Corp., said. The company purchased a KPI-JCI FT4250CC in March of this year. “The FT4250CC is much more versatile than other crushing plants,” Bevington said. “It allows us to operate in smaller job sites, which increases our bottom line. At year’s end, we can put more material on the ground because of the plant’s maneuverability.” The FT4250CC impactor plant features a 6-foot by 12-foot double-deck screen, which the manufacturer pointed out is the largest screen area on a trackmounted HSI plant in the industry. It also boasts an HSI crusher that processes material supplied by a vibrating grizzly feeder to improve its efficiency. The large screen area allows the crusher to produce up to 20 percent more than any other HSI crusher in its class. The plant has the ability to make three different products at one time, two of which are sized products. It is also capable of producing reclaimed asphalt pavement (RAP) and is available in open- or closed-circuit configurations. Danny Loughran, regional sales manager for KPI-JCI and Astec Mobile Screens, said the onboard 6-foot by 12-foot double-deck screen puts more tons per hour on the ground for Valley Corp. than any other unit in its class. Bevington said the screen enables his company to be more efficient with fewer pieces of equipment. “It’s great to be able to do all of this with just one piece of equipment,” Bevington said. “We no longer have to have two machines to do what the FT4250CC does on its own. It reduces our footprint and lowers our costs, which makes us more profitable. “Because we move up to 24 times a year and service a 200-mile radius, we needed a highly mobile, lowfootprint plant,” he continued. “The FT4250CC enables us to bid for jobs that range from 100 tons to 80,000 tons, making us more viable in the marketplace.”
38 november 2011
“It reduces our footprint and lowers our costs, which makes us more profitable.” — Matt Bevington
ABOVE TOP: The FT4250CC is a highly mobile, low-footprint plant for Valley Corporation, Valley, Neb. ABOVE: From left: Matt Hilgenkamp; Danny Loughran, regional sales manager for KPI-JCI and Astec Mobile Screens; Matt Bevington, president of Valley Corp.; and Todd Andersen, plant manager for Valley Corp.
Roadtec Opens New Training Facility
by Dan Brown
dvanced courses on servicing milling machines and pavers, and a class on effective communication skills will be among the improvements in training courses Roadtec personnel offer this winter. Courses will be held during January and February 2012 in Roadtec’s new training facility at the factory in Chattanooga. The company offers two types of training. One is called Service Schools for mechanics and technicians who maintain and repair the equipment. The second is Paving Professionals Workshops (PPW), which teach paving crews and supervisors how to build a better pavement more efficiently. “We’ll offer two, three-day advanced classes for servicing milling machines and two for pavers,” Mike Fischer, a Roadtec service technician, said. “For those courses we’ll assume that participants know how to read an electrical schematic and a hydraulics schematic. Most of the training will be hands-on the machines.” As well, the company will offer a basic two-day class as in the past. Instead of classroom training, the advanced classes will center on different work stations in the new training center. There will be seven stations for pavers and eight for mills. Stations will include trouble-shooting for both electrical and hydraulic systems, how to remove and rebuild a gearbox, and how to replace brake packs. “For mills we’ll have a cutter drum station, and we’ll have maintenance stations for both mills and pavers,” Fischer said. “We’ll also have stations for training on MOBA and Topcon systems for grade control.” Training on electrical trouble-shooting will be emphasized more heavily than ever before. Roadtec figures that 90 percent of the calls that come into the company service center concern electrical systems. “We’re going to plant some electrical bugs in a machine and have participants diagnose the problems,” Fischer said. “This year we’ll have an outside speaker on communication skills,” Jeff Ensell, demonstration and training specialist, said. “It’s very important these days to have communication skills. There’s a right way to do things, and yelling at people is not one of them.” Ensell said miscommunications on paving crews are common. “Often only one or two people on a crew know what’s going on and the others don’t have a clue. We need to teach the younger workers how to do things correctly.” The PPWs will last two days. Because states are requiring thinner lifts, surface preparation has become even more important. Topics will include tack coats, paver automation, screed fundamentals, set-up of the screed, daily maintenance and compaction. Milling and surface preparation, job layouts, paving for smoothness bonuses, and the pre-paving checklist will be emphasized. “Many crews struggle with running their grade control systems on pavers and mills,” Ensell said. “We spend a lot of time teaching grade control, because state smoothness specifications and the associated bonuses make it imperative that they get it.” Check the specific dates for Roadtec classes and register online at Roadtec. com or call Carmen Mercer at (800) 272-7100. www.theasphaltpro.com | ASPHALT PRO 39
Education Asphalt conference increases value of training by AsphaltPro Staff
he strength of most conferences is the presentation of new and emerging technologies. This is true with the annual Rocky Mountain Asphalt Conference and Equipment Show (RMACES), however, the conference also has a strong training and education component that organizers are expanding this year. Anyone can get Continuing Education Units (CEUs) by attending the RMACES, but a new facet of the 39th annual conference to be held Feb. 22 through 24, 2012, in Denver, will allow serious students to obtain an Asphalt Training Certificate of Achievement. There are two tracks from which an attendee can choose to get certified: Maintenance or Materials Training. Sue Wagner-Renner, the event coordinator of the Rocky Mountain Asphalt Conference and Equipment Show (RMACES), explained that the program offers a certificate to attendees based on the tracks he or she concentrates on during the conference. “This program takes the educational aspect of the conference to the next level. It’s geared toward the new employee or the employee who needs a refresher and can show proof of learning when he or she goes back to work.” The conference planners selected the tracks of “maintenance” and “materials” training from the different tracks offered. “For this year, we have focused on maintenance and materials,” Wagner-Renner said. “Next year, maybe we can add another track.” The way the certification program works is simple, and puts the onus on the attendee to achieve his or her goal. First, attendees will get the opportunity to register for the certificate program when registering for the conference. At that time, they pay an additional $50 fee and select the track they’ll follow. When the attendee arrives at the conference, he gets a technical handbook with his registration materials. The handbook will contain the presentation materials for the seven sessions he will need to attend for his track. At the beginning of each required session, the attendee will sign in to obtain a copy of the written test for that session from the session host. At the end of the session, he will complete the test and return it to the session host. All the tests will be graded! Attendees will be required to have a minimum of 60 percent of the questions answered correctly for each individual session, and a combined total of 80 percent correct from all sessions to receive the certificate for the track. It may sound like a lot of work, but all who complete the program will be awarded their Asphalt Training Certificate of Achievement in a ceremony at the completion of the conference. Successful candidates will also have new knowledge to take back to the jobsite. The certificate program is presented by the Rocky Mountain Asphalt Education Center (RMAEC) in association with the RMACES. Visit www.rmaces.org www.theasphaltpro.com | ASPHALT PRO 41
GelTech Brings Soil2O Dust Control to Marketplace GelTech Solutions, Inc., Jupiter, Fla., announced in mid-October that it has received new orders of Soil2O™ Dust Control from four California facilities for use in dust remediation. GelTech introduced Soil2O Dust Control in December 2010 as a solution to reduce water use in rock pits, quarries, road construction sites, unpaved roadways, construction sites and other sites. Soil2O is suited to dust control, according to the manufacturer, because of its environmentally friendly potassium-based co-polymer. Soil2O particles hold up to 400 times their weight in water and release 95 percent of that water back to the soil. Soil2O is specially formulated with a natural re-wetting ability that continues to function even after dry-out. Using Soil2O doesn’t eliminate watering, but it does mean you can water far less often. GelTech lists some of the benefits of Soil2O Dust Control: • It penetrates the surface and leaches into the dirt profile. • It works overnight pulling moisture out of the air and keeping the dirt moist longer. • It turns the dirt into a pavement-like surface. • It keeps the owner/producer compliant and helps eliminate fines. • It reduces the owner/producer’s carbon footprint. • It reduces water, fuel and labor costs. GelTech’s initial customer stated: “During our first phase of using Soil2O,
Above: Soil2O penetrates the dirt profile and moistens it by adding hydration to the profile for up to one week.
Deister’s Mobile Horizontal Screening Plant with Feed Conveyor
Whether you need to move your screening plant to the other side of the pit or to another jobsite, the engineers at Deister Machine Co., Inc., Ft. Wayne, Ind., have added a heavy duty horizontal plant to their new line of premium portable screening plants to fit the bill. The company introduces the Deister Portable Heavy-Duty Horizontal Screening Plant with Feed Conveyor. The screening solution is available in 6-foot by 20-foot and 8-foot by 20-foot models, and is offered in a number of custom configurations. It’s designed to be highly mobile and versatile, working with crushed stone, sand & gravel, or concrete and asphalt recycle applications. It’s centered
on the Deister heavy-duty horizontal triple shaft vibrating screen. This portable unit incorporates plenty of innovative features: • an optional 42-inch screen feed conveyor (48-inch on the 8-footwide unit) • walking beam tandem-axle suspension • access ladders and walkways on both sides and front of the screen with hydraulic folding on one side • centralized grease points • chutes and hoppers lined with or made from AR 400 plate • a 60-inch undersize conveyor below the 6-foot by 20-foot screen (or an 84-inch undersize conveyor on the 8-foot by 20-foot screen) • 30-inch motorized head pulley cross conveyors (or 36-inch on the 8-foot by 20-foot screen) • self-cleaning, wing-type tail pulleys • an optional receiving hopper for crusher return • an optional four-leg hydraulic leveling package with 12 VDC power pack and filtration • optional hydraulic cylinders to fold conveyor and additional cylinders to adjust discharge height • six or eight optional hydraulic leveling cylinders powered by a Honda engine • optional spring-loaded belt scrapers. For more information, call (260) 426-7495 or e-mail email@example.com or visit www.deistermachine.com. Tell them you saw it in AsphaltPro Magazine.
ADM’s MileMaker™ Asphalt Plant
we have been able to reduce our water usage by 75 percent. This product will not only help us reduce our water costs, but it will help reduce our labor and fuel costs along with the amount of wear and tear on our equipment. Our ability to do all of this and use a green product is significant for our company.” For more information about Soil2O, visit http://www.Soil2O.com. 44 november 2011
Producers looking for counterflow technology in not-so-big tonnages have the MileMaker™ series asphalt plants from Asphalt Drum Mixers, Huntertown, Ind., to visit. The plants boast a fuel-efficient, mix-design flexible and productive system within the 160 to 425 tons-per-hour range. According to the manufacturer, the dual-drum plants operate separate drying and mixing zones to achieve the maximum level of heat transfer and fuel efficiency, enabling the MileMaker to achieve a high production volume and a low cost-per-ton average.
and stationary designs. Grasan can provide a variety of crusher brands or can use a new or used cone crusher provided by the customer. All chassis frames are structurally engineered with high-strength, wide-flange steel beams. A variety of axle configurations are available. For more information, contact Grasan at (410) 526-4440. Tell them you saw it in AsphaltPro Magazine.
The MileMaker plants are available in portable, relocatable or stationary versions. A wide range of components further customizes each plant for particular customer needs. Available individual components include cold feed bins, hot oil asphalt cement tanks (both horizontal and vertical), directfired horizontal tanks, portable and stationary baghouses, mineral filler systems, recycled asphalt pavement (RAP) systems, self-erect and stationary silos, weigh and drag conveyors, weigh batchers, and fuel oil tanks. For more information, call (260) 637-5729 or e-mail firstname.lastname@example.org or visit www.admasphaltplants.com. Tell them you saw it in AsphaltPro Magazine.
IronPlanet’s Shipping Estimator Solution
As outlined in a feature article in the April/May issue of AsphaltPro, IronPlanet is an online marketplace for used heavy equipment. Sept. 28, officials for the company introduced a new facet to the online auction process to help customers bidding on equipment—a shipping calculator. Randy Berry, senior vice president of operations and services for IronPlanet, stated that the new shipping estimator allows buyers to make more informed purchasing decisions by providing accurate and immediate shipping estimates. The shipping estimator is located on the shipping tab within the inspection report for items selling in the United States at IronPlanet.com. The calculator automatically populates the item’s origin using the location from the inspection report. The destination within the shipping estimator is prefilled with the user’s location, and can be changed by entering a different city or postal code within North America. After clicking the “calculate” button, the shipping estimator then calculates the shipping cost between the item’s location and the user’s destination using proprietary IronPlanet and Rounders Logistics technologies. For more information about IronPlanet auctions, contact the customer care department at (888) 433-5426 or visit www.ironplanet.com. Tell them you saw it in AsphaltPro Magazine.
Grasan’s Cone Crusher Offerings
Grasan, Mansfield, Ohio, reminds producers that the company offers standard and custom-built cone crusher plants in road-portable, pit-portable 46 november 2011
Dynapac’s Compact Tandem Asphalt Compaction Rollers
The articulated compact tandem rollers from Dynapac, Commerce City, Colo., are designed for asphalt compaction in tight spaces. The CC1100, CC1200 and CC1300 asphalt compaction roller models are available in either a dual steel vibratory drum configuration or in a combi version featuring one vibratory drum and four rubber rear tires. The machines are powered by water-cooled Kubota diesel engines. The CC1100 weighs 5,070 pounds and features a 42-inch drum width. The CC1200 weighs 5,360 pounds and has a 47-inch drum width. Both feature drum diameters of 27 inches. The larger CC1300 weighs 8,270 pounds and features a 51-inch-wide drum. It has a drum diameter of 32 inches and is considered suitable for compacting sub-bases and base courses, and can follow a small paver. Notice the high clearance at the drum edge to facilitate compaction close to high curbs. With the combi versions of the three models, the rubber tires are operated in pairs by separate drive motors to reduce the risk of marring newly laid asphalt when making turns. The CC line features redesigned ergonomic controls, as well as handgrips and boarding steps designed to make it safer to get on and off the machine. It’s also equipped with standard features such as a sideways sliding seat, duel driving controls and working lights. For more information, contact Chris Fisher at (303) 253-6922 or visit www. dynapac.us. Tell them you saw it in AsphaltPro Magazine.
Trimble’s VisionLink Adds Value to Cat’s Vocational Trucks
It’s wise to monitor the location and performance of trucks and equipment. Now Caterpillar has added this ability to its new CT660 Vocational Truck. The Cat® Product Link remote monitoring system features new cellular hardware and a web-based user interface called VisionLink™ from
Trimble Navigation Ltd. This system provides owners with information to manage their machines. In addition to the conventional benefits of locating assets, CT660 owners will have access to valuable truck-specific information. New functionality includes management of maintenance by mileage, engine and transmission PTO usage updates, alerts for loss of main battery power, notification of non-authorized movement during “key-off” intervals and access to odometer readings and Vehicle Identification Numbers. Through Product Link’s web interface, VisionLink, users will have the information needed to manage fleet usage, schedule preventive maintenance and monitor truck health indicators to avoid unanticipated downtime. Readers can get more information about Product Link at www.cat. com/PL. For more information in general, e-mail www.cat.com/requestCatinfo or visit www.DriveCat.com. Tell them you saw it in AsphaltPro Magazine.
Major Wire’s Modular Panels with Advanced Technology
Major Wire Industries, Ltd., Montreal, now offers a full line of new 1-foot by 2-foot Flex-Mat® 3 Self-Cleaning Modular screen media panels. This new screen media size is designed to fit virtually any flat-surface screen deck. Screening operations can choose between pin-, grooved-, snap- and step-types in opening sizes of 30 mesh, or 0.020 inches, up to 1 ½ inches. The manufacturer states that one key to Flex-Mat 3’s success in both tensioned and modular screen media is its independently vibrating wire technology. It is designed to increase product throughput over traditional rigid polyurethane and rubber panels by creating more screening action and eliminating blinding, pegging and clogging.
Flex-Mat 3 Modular panels install using the same fastening systems as traditional polyurethane and rubber panels as described in the article on page xx and are available in both stainless steel and Major Wire’s proprietary Optimum Wire®. Wire diameters range from 0.025 inches to 3/8 inches. Snap- and step-types are available in 1-foot by 2-foot sizes, while the pinand grooved-types are available in both 1-foot by 1-foot and 1-foot by 2-foot sizes. Both Tensioned and Modular FlexMat 3 are ideal screening solutions in many applications, including aggregate, mining, sand & gravel, recycled concrete and asphalt, C&D recycle and more. For more information, contact Major Wire at (450) 659-7681 or major@ majorwire.cc. Tell them you saw it in AsphaltPro Magazine.
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Visit the AsphaltPro facebook page at http:// www.facebook.com/#!/pages/AsphaltPro-magazine to tell how you’re advancing warm-mix asphalt (WMA) at your company. Participate in the discussion there and you could be quoted in AsphaltPro magazine!
BCI Materials Builds Control into New Emulsion Plant Stay Safe: Make it Glow
C.W. Brings RAP Op In-House Porous WMA Dumps the Fiber 7 Peaks Rises from Producer Change Turkey Provides International Snapshot Separator Eliminates Fines for Mix Design June/July 2011
“Hot Mix Asphalt, Paving the Highway to the Future”
C.M. Consulting Looking for a used 150 tph hot plant?
WE CAN HELP!
2007- TEREX Counter-Flow drum plant w/ diesel fuel burner, 80-ton self erecting, back weighing silo w/batcher & 200 tph slat conveyor. 4-bin cold feed w/scale conveyor & slinger conveyor, Computer controlled AC oil pump injection system, baghouse with exhaust fan, dust return blower and rotary air compressor. Portable 20,000 gallon AC tank. Plant moves in 4 loads. This plant has made less than 50,000 tons since new. Sale is FOB Seattle Washington and plant will be available November 1st.....Call for Price.
Many New and Used Asphalt Plants for Sale
New Portable Counterflow Drum Plants, 100 to 500 TPH ......................................Call. 2003 ALMIX 120 TPH Portable Drum Plant, complete...........................................Call. 1980s STANSTEEL 250 TPH Semi-Port. Drum Plant .............................................Call. 90-Ton Silo 350 TPH Drag & 12-Ton Weigh Batcher, very nice! ...........................Call. BMG 200 TPH Skidded Drum Mixer, nice AC plant ................................................Call. 1966 Madsen 5,000# Batch Plant w/Silo and Drag ...................................... $100,000.
Cliff Mansfield Inc. • P.O. Box 407 • Odell, OR 97044 Office 541-352-7942 • Fax 541-352-7943 • www.hotplantconsulting.com www.theasphaltpro.com | ASPHALT PRO 47
here's how it works
Smico’s High Capacity Screener
riginally built as a sand screen for the highly demanding fractured sand market, the High Capacity (HC) Screener from Smico, Oklahoma City, has been specified for a variety of applications requiring accurate, high volume sizing in one unit. Here’s how it works. First, material such as sand, bulk powders, pellets or other mix elements enters the HC screener through a feed box at the high end of the top of the pretensioned decks. A sophisticated splitter in the feed box routes material evenly to the four screens. Smico’s DH2 drive is sandwiched between the top two and lower two screens, providing up to 1,750 RPMs of
48 november 2011
elliptical motion. Each screen mesh/deck makes a product at volumes of up to 40 tons per hour at 170 mesh. The high frequency allows the machine to move the material down and back on the screen, causing the material to see the screen longer. This provides an elongated elliptical motion plus high frequency on the entire screening area. Smico can currently build a unit with up to 640 square feet of screening area, but will be offering a machine with 1,200 square feet of screening area in 2012. A pan collects the materials that pass through all the decks. For more information about Smico and Symons Screens, contact Erick Heald at
email@example.com or visit www.smico. com. Tell them you saw it in AsphaltPro Magazine.
Show us How it Works If you’re an equipment manufacturer with a complex product, let us help you explain its inner workings to the readers of AsphaltPro magazine. There’s no charge for this editorial department, but our staff reserves the right to decide what equipment fits the parameters of a HHIW features. Contact our editor at sandy@ theasphaltpro.com.
here's how it works
Rotex’s GRADEX™ 3000
he GRADEX 3000 automated sieve analyzer from Rotex®, Cincinnati, is designed to reduce manual quality control costs associated with sieve analysis while reducing the chances of operator error. It analyzes up to six samples of stone, clay, sand, limestone, soda ash or other materials automatically. Here’s how it works. The lab technician selects a preset test configuration from a list stored in the GRADEX 3000. The tech then pours the sample material into the machine onto the sieve stack and initiates the test with a keystroke. The GRADEX 3000 features an “AutoFeed,” which enables staging of up to six samples 50 november 2011
for uninterrupted testing, where the tech can line up additional samples or change the sequence during operation. The machine automatically dumps, brushes and weighs the sample all the way down the stack of sieves. Each fraction is dumped into a collection tray, which rests on a digital electronic balance. The GRADEX 3000 brushes each sieve prior to weighing the material. It records data for all fractions and electronically transfers it to the PC. The tech then views data one test at a time or creates custom reports to view groups of results, data vs. time, lot summaries, etc.
For more information about the GRADEX 3000 or other particle analyzers from Rotex, call (513) 541-1236, e-mail firstname.lastname@example.org, or visit www.rotex.com. Tell them you saw it in AsphaltPro Magazine.
Show us How it Works
If you’re an equipment manufacturer with a complex product, let us help you explain its inner workings to the readers of AsphaltPro magazine. There’s no charge for this editorial department, but our staff reserves the right to decide what equipment fits the parameters of a HHIW features. Contact our editor at sandy@ theasphaltpro.com.
OEM Pushes for Funding
by AsphaltPro Staff
ou’ve probably seen the fancy work truck at some spot on the action by offering computer access for attendees to send e-mails to legislaInternet by now. KPI-JCI and Astec Mobile Screens, Yankton, S.D., tors from the event. We will also have pre-made, pre-addressed postcards has spearheaded a year-long campaign that officials call “The for people to sign and send from each event, as well as large, oversized Road Connection” to demonstrate the need for infrastructure funding letters to sign and send to the President and their senators from that state. “Local, state and national officials will be and to generate a legislative call-to-action. The invited to each event, as well as be offered the campaign is driven by KPI-JCI and Astec Mobile opportunity to speak or take advantage of Screens and supported by industry organizaphoto opportunities.” tions. Throughout 2011-2012, KPI-JCI and Astec As most construction companies have found Mobile Screens personnel will travel all over the important, The Road Connection has embraced nation to host and attend dealer stops, demo social media. Through tools such as its website, days, open houses and industry tradeshows. its facebook page and its twitter pages, The “As an industry leader, we feel compelled to Road Connection personnel will provide regular do our part to help secure a multi-year, federal updates on the campaign. highway bill to improve our roads and bridges,” KPI-JCI and Astec Mobile Screens revealed Joe Vig, president of KPI-JCI and Astec Mobile Curt Peterka, advertising manager for KPI-JCI and Astec Mobile Screens, stands next to The Road Connection work truck. the 2012 campaign during its annual National Screens, said. Dealer Conference and Media Event, held Sept. Many of the stops mentioned above will have attendees who already know how much our industry needs robust 12-14 in New Orleans. “We were thrilled to host so many of our dealers and customers, as well as members of the media, when we made this exciting funding, but the Astec officials have a plan to engage all the right people. “We have developed a strategy for The Road Connection to ensure announcement,” Carson said. legislators, in addition to industry members, understand the importance of infrastructure funding,” Lisa Carson said. She’s the marketing manager Find The Road Connection Online for KPI-JCI and Astec Mobile Screens. “From a company standpoint, we will Website: www.theroadconnection.org send out several specific mailings to state and national legislators. But the facebook: www.facebook.com/theroadconnection message won’t come just from us. At each stop, we will create a call-to- Twitter: www.twitter.com/road_connection
52 november 2011
the last cut
West Africa Crude Streams to United States by AsphaltPro Staff
espite the summer’s restlessness in Libya, Syria and Yemen, crude oil supply from Africa to the United States has not abated. According to the Energy Information Administration’s Sept. 28 This Week In Petroleum report, West African crude streams to the world market—specifically the United States and China—have been strong and reflect the value of that region’s offerings. For instance, when civil war broke out in Libya earlier this year, overseas customers happily imported Nigeria’s light, sweet crude grades as relatively close substitutes for Libyan oil, as reported in Petrosil’s Bitumart updates and the EIA reports. The United States was the top importer of crude from Nigeria in 2010; China was the top importer of crude from Angola—at 45 percent—with the United States importing 23 percent, according to EIA. “Collectively, West Africa remains an important source of U.S. oil supply, accounting for roughly 14 percent of total U.S. oil imports last year, even as increased volumes were being shipped to Asian markets,” EIA’s Sept. 28 report stated. “West Africa was the third largest supply region for U.S. imports in 2010, trailing behind the Persian Gulf and well behind the Americas, including Canada, which is by far our largest source of imports. Nigeria and Angola, the dominant West African suppliers, which are both OPEC members, together shipped a combined 1.4 million barrels per day (bbl/d) of oil to the United States in 2010, placing them among the top 10 sources of U.S. oil imports. Non-OPEC
West African producers accounted for another 230,000 bbl/d of U.S. oil imports.” Let’s take a closer look at these two producers who export the majority of West African crudes to the United States. “In 2010, Nigeria’s total oil production reached 2.5 million bbl/d, making it the largest oil producer in Africa,” EIA’s Sept. 28 report stated. “Crude oil production averaged about 2.1 million bbl/d for the year. Recent offshore oil developments combined with the restart of some shut-in onshore production have boosted crude production to nearly 2.2 million bbl/d in July 2011. Planned upstream developments could further increase Nigerian oil production in the short- to medium-term. On paper, projects announced by international oil companies (IOCs) could add more than 1.2 million bbl/d to the country’s production capacity by 2016…” The EIA’s report shows several startups could significantly raise the short-term production in Angola. “In 2010, Angola produced an estimated 1.9 million bbl/d of crude oil, up from less than 500,000 bbl/d in the early 1990s. In the first half of 2011, however, production decreased to an average of just below 1.7 million bbl/d, due mostly to technical problems in [two] projects. In the second half of 2011, production is expected to return to earlier peaks as these problems are resolved, adding back about 150,000 bbl/d. Additional increases are expected from the recent startup of the 220,000 bbl/d Pazflor project and the upcoming 150,000 bbl/d PSVM project in early 2012.”
Liquid Asphalt Cement Prices—average per ton Company, State
NuStar Energy, Ga.
NuStar Energy, N.C.
NuStar Energy, S.C.
NuStar Energy, Va.
Assoc’d Asphalt Inman, N.C.
Assoc’d Asphalt Inman, S.C.
Assoc’d Asphalt Inman, Va.
Marathon Petroleum, Tenn.
Marathon Petroleum, N.C.
Valero Petroleum, Va.
Crude Oil Activity (U.S. Crude)
Diesel Fuel Retail Price (dollars per gallon)
futures spot data
349.8 m bbl
354.0 m bbl
351.8 m bbl
357.1 m bbl
353.1 m bbl
346.4 m bbl
339.0 m bbl
341.0 m bbl
357.1 m bbl
Data for Southeast region, Source: ncdot.org; Data for Massachusetts, Source: mass.gov; Data for California, Source: dot.ca.gov; Data for Missouri, Source: modot.mo.gov
Source: Energy Information Administration
Source: Energy Information Administration
www.theasphaltpro.com | ASPHALT PRO 53
resource directory ACE Group................................ 40, 51 Contact: Carl McKenzie Tel: 888-878-0898 email@example.com www.asphaltace.com
C.M Consulting............................... 47 Contact: Cliff Mansfield Tel: 541-354-6188 CMConslt@aol.com www.hotplantconsulting.com
Asphalt Drum Mixers..........17, 42-43 Contact: Steve Shawd or Jeff Dunne Tel: 260-637-5729 firstname.lastname@example.org www.admasphaltplants.com
CEI..................................................... 4 Contact: Andy Guth Tel: 800-545-4034 email@example.com www.ceienterprises.com
Asphalt Plant Products................. 52 Contact: Tom Holley Tel: 866-595-3268 Cell: 706-466-3678 www.asphaltplantproducts.com B & S Light Industries...............34-35 Contact: Mike Young Tel: 918-342-1181 Sales@bslight.com www.bslight.com Bullis Fabrication........................... 47 Contact: Greg Bullis Tel: 866-981-8965 firstname.lastname@example.org www.bullisfabrication.com
Clarence Richard Co......32, 54, outsert Contact: Clarence Richard Tel: 952-939-6000 Carrie@clarencerichard.com www.clarencerichard.com E.D. Etnyre...................................... 19 Contact: email@example.com Tel: 800-995-2116 www.etnyre.com Eagle Crusher................................. 37 Tel: 800-25-EAGLE Sales@eaglecrusher.com www.eaglecrusher.com EZ Street.................................... 11,13 Tel: 800-734-1476 Info@ezstreet-miami.com www.ezstreetasphalt.com
Heatec, Inc............Inside Front Cover Contact: Sharlene Burney Tel: 800-235-5200 firstname.lastname@example.org www.heatec.com Herman Grant Co., Inc..................... 9 Contact: Paula Shuford Tel: 800-472-6826 email@example.com www.hermangrant.com Libra Systems................................... 8 Contact: Ken Cardy Tel: 225-256-1700 Sales@librasystems.com www.librasystems.com Maxam Equipment........................ 33 Contact: Lonnie Greene Tel: 800-292-6070 firstname.lastname@example.org www.maxamequipment.com Minds, Inc....................................... 23 Contact: Curtis Kieres Tel: 250-862-8813 x 226 Contact: email@example.com www.mindsinc.ca
NAPA............................................... 49 57th Annual Meeting www.asphaltpavement.org Reliable Asphalt Products...........................Back Cover Contact: Charles Grote Tel: 502-647-1782 firstname.lastname@example.org www.reliableasphalt.com Roadtec............................................. 7 Contact: Sales Tel: 423-265-0600 Sales@roadtec.com www.roadtec.com Rotochopper, Inc........................... 55 Tel: 320-548-3586 Info@rotochopper.com www.rotochopper.com
Systems Equipment....................... 24 Contact: Dave Enyart Sr. Tel: 563-568-6387 Dlenyart@systyemsequipment.com www.systemsequipment.com Tarmac International, Inc........ 39, 41 Contact: Ron Heap Tel 816-220-0700 email@example.com www.tarmacinc.com Top Quality Paving........................ 32 Contact: John Ball Tel 603-624-8300 Tqpaving@yahoo.com www.tqpaving
Stansteel AsphaltPlant Products.................. 29 Contact: Dave Payne Tel: 800-826-0223 firstname.lastname@example.org www.stansteel.com
WRT Equipment............................. 14 Contact: Dean Taylor Tel: 800-667-2025 or 306-244-0423 email@example.com www.wrtequipment.com
Stansteel................................... 15, 25 Contact: Dawn Kochert Tel: 800-826-0223 firstname.lastname@example.org www.hotmixparts.com
World of Asphalt.................................45 Contact: email@example.com Tel: 800-867-6060 www.worldofasphalt.com
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