Asphalt Contractor March/April 2016

Lane Construction coordinates a large designbuild project Page 26

Latest Technologies for Production, Paving & Preservation MARCH/APRIL 2016

30 Momentum CELEBRATING

Mills Match

Years

Costello Industries focuses on equipment selection to maintain a productive jobsite and grow its business Page 62

How to INCREASE EFFICIENCY, BOTTOM LINE with E-Construction Page 36

EXCLUSIVE PREVIEW

World of Asphalt comes to MUSIC CITY! Page 12

www.ForConstructionPros.com/Asphalt

How asphalt emulsions provide cohesion, improve aged binder

Ajax Paving cuts costs, increases recycle & eliminates subs

Page 54

Page 70

STAY INFORMED RECON™ monitor keeps you informed about the status of asphalt storage tanks and hot oil heaters at your HMA plant.

It is a web-based system that uses your smart phone, tablet computer or PC. Your display screen shows real-time status of the hot oil heater that heats your asphalt tanks. The status of asphalt stored in tanks is also shown.

Other screens show trend data that enables you to better manage usage.

H E AT E C , I N C .

Other options are also available.

The system can be easily retrofitted to many existing plants without upgrading existing equipment.

Please contact Heatec at 800-235-5200 for more information.

Visit our website heatec.com RECON™ is a trademark of Heatec, Inc

®

Search: 10073245

an Astec Industries Company

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

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Upcycle:

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

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

Ultradrum A.R.E. 50%

UltraRAP 70%

MegaRAP 100%

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

That’s why Gencor developed the innovative UltraRAP and MegaRAP concepts, which can process 70% and 100% recycle without superheating and degrading the quality of the mix. The result is a noticeably superior and consistent mix.

So if you want superior high RAP capability, don’t just recycle ... Upcycle.

Call Gencor today and learn how you can “Upcycle”.

407.290.6000 or visit www. gencor.com Search: 10073090

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› TABLE OF CONTENTS MARCH/APRIL 2016

COVER STORY

DEPARTMENTS PAVING INNOVATIONS

26 PAVEMENT PRESERVATION

54 PLANT MATTERS

PAVEMENT PRESERVATION

62 Milling Machine Matches Momentum for Costello Industries Inc.

Equipment selection is the key to efficient, productive jobsites.

PAVING INNOVATIONS

26 How to Coordinate a Large DesignBuild Project

With nightly challenges and over 100,000 tons of asphalt, The Lane Construction Corp. completes a major pavement rehabilitation project in VA.

36 How E-Construction Can Increase Your Efficiency and Your Bottom Line The Iowa DOT and Manatts Construction partnered with Earthwave Technologies on a pilot project to reduce timeconsuming paper shuffling.

42 Interstate Rehab

Project Earns Contractor Bonus

Peavy and Son Construction had 120 days to complete a fulldepth milling and paving on Florida’s highly travelled I-10.

48 Paving Products

Pavers, rollers, screeds, material transfer vehicles & more.

52 Special Report: NAPA Awards

Asphalt Contractor Presents NAPA’s 2016 Larry H. Lemon Quality in Construction Awards.

PAVEMENT PRESERVATION

54 Asphalt Emulsions

Provide Cohesion, Improve Aged Binder Full-depth reclamation with asphalt emulsions creates ideal treatment for thin bituminous pavements needing upgrading.

66 Preservation

70 PLANT MATTERS

70 Contractor Crushes

the Bottom Line with New Recycling Equipment

Ajax Paving Industries invests in a mobile crushing and screening spread and cuts costs, produces a higher quality product, increases the amount of recycle in the mix and eliminates subcontractors.

76 Cliff’s Notes

How to optimize production with a spring check-up.

77 Plant Products

Plants, baghouses, mixers, dryers, silos, automation systems.

Products

Milling machines, reclaimers, infrared equipment & more.

4 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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A WIRTGEN GROUP COMPANY

Brand New Highway Class Paver SUPER 2000-3i.

TECHNICAL HIGHLIGHTS > High-performance paver for use in highway construction and large-scale commercial applications

> Multiple screed options including front or rear extensions or a high-compaction screed for placing stiff mixes and base materials

> Ergo Plus 3 for easy paver operation > Daily maintenance-free paver with large fuel tank for a day’s work or more

www.wirtgen-group.com/america

WIRTGEN AMERICA, INC. · 6030 Dana Way · Antioch, TN 37013 · Telephone: 615-501-0600 Search: 10075240

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TABLE OF CONTENTS SPECIAL REPORT: WOA

IN EVERY ISSUE

8 Editorial

CBO: We need to rely on other alternatives to the gas tax.

12 WOA Returns to Music City

24 Technology 86 The Last Update

RECON monitors asphalt storage tanks and hot oil heaters.

See what World of Asphalt 2016, held March 22-24 in Nashville, TN, has to offer attendees.

Exit

Rhode Island DOT tests PPEST.

12 WOA Products

Preview some of the products exhibitors will be bringing with them to WOA 2016.

WHAT’S ONLINE www.ForConstructionPros.com/Asphalt

to the exhibit hall, to NPE night

NEARLY 59,000 U.S. BRIDGES STILL STRUCTURALLY DEFICIENT, NEW ANALYSIS FINDS

at the NASCAR Hall of Fame,

At the current pace of bridge

we had so much fun at this

investment, it would take at least

year’s National Pavement Expo

21 years before they were all

show in Charlotte, NC, that

replaced or upgraded.

we created a photo gallery so

Search: 12171426

CHECK OUT THE NPE 2016 PHOTO GALLERY From Brad’s all day boot camp,

everyone can relive the best moments from NPE 2016 over and over again.

Check out all the photos at:

VIDEO: HOW NAPA SEES THE FAST ACT PLAYING OUT IN ROAD CONSTRUCTION

goo.gl/0vlBni Search: 12172763

The National Asphalt Pavement Association has just completed its meeting in southern California, and Asphalt Contractor Magazine Editor Lisa Cleaver provides us an update.

Search: 12171169

March/April 2016 Vol. 30, No. 3

Published by AC Business Media Inc.

201 N. Main Street Fort Atkinson, WI 53538 (800) 538-5544 • www.ACBusinessMedia.com www.ForConstructionPros.com/Asphalt

Published and copyrighted 2016 by AC Business Media Inc. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording or any information storage or retrieval system, without written permission from the publisher.

Asphalt Contractor (ISSN 1055-9205, USPS 0020-688): is published ten times per year: January, February, March/April, May, June/July, August, September, October, November, December, with an additional Buyer’s Guide issue published in August by AC Business Media Inc., 201 N. Main Street, Fort Atkinson, Wisconsin 53538. Periodicals postage paid at Fort Atkinson, Wisconsin and additional entry offices.

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6 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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Search: 12176727

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March/April 2016 • Vol. 30, No. 3

EDITOR'S PERSPECTIVE

CBO: We need to rely on alternatives to the gas tax

Published by AC Business Media Inc.

Lisa Cleaver, Editor

lcleaver@ ACBusinessMedia.com

J

ust after the new highway bill passed – ensuring a steady flow of federal dollars for highway projects for at least a couple of years – gas prices took a deep dive. While this decline in price was welcomed by consumers, it put a dent in many states' road funds and left highway projects stacking up without sufficient money to cover them.

In Kentucky, state motor fuels tax revenues in the current fiscal year are about $33 million below projections. Mississippi and Delaware are just two states looking at increasing their gas tax. Others are considering replacing their gas tax altogether.

Take California, which is currently searching for volunteers for a nine-month experiment into what they call mileage-based road charges. Gas taxes in this state are expected to bring in $4.5 billion this fiscal year, 16% less than last year and 21% less than in 2014.

It’s no wonder a recent report from the Congressional Budget Office (CBO) says mechanisms like tolling, mileage fees or congestion pricing should be considered to fund transportation projects in lieu of relying mostly on gas tax revenue.

The 18.4 cents-per-gallon federal gas tax has not been increased since 1993. The federal government typically spends about $50 billion per year on transportation projects, but the gas tax only brings in approximately $34 billion annually at its current rate. There’s no hope in sight that Congress will raise it any time soon.

Lawmakers turned to other areas of the federal budget to close the $16 billion per year gap last year, but the CBO said they would have been better off finding another funding mechanism that would charge drivers directly for their highway use.

“Charging drivers specifically for using roads would increase economic output by allowing highly valued transportation to move more quickly and more reliably,” the study said. “Such pricing could take the form of per-mile charges (a.k.a vehicle-miles traveled, or VMT, charges), congestion charges, or tolls on Interstate highways.

“When faster travel and avoiding delays were a priority, drivers could opt to pay for the use of a less congested road, and when travel speed was less important, they could use a road with a lower fee or avoid paying a fee by using a road without one,” the report continued. “Charges that varied by time of day or that differed by road would also affect economic activity by limiting congestion.”

The CBO has projected that it would have taken about $100 billion, in addition to the annual gas tax receipts, to pay for a six-year transportation bill, which is the traditional length of highway funding measures.

The full report from the CBO can be read here: cbo.gov/publication/50150.

What do you think? What are some alternatives to the gas tax that your state is considering to fund transportation? Drop me a line at LCleaver@acbusinessmedia.com and let me know.

Thanks for reading!

201 N. Main Street | Fort Atkinson, WI 53538 800.538-5544 • www.ACBusinessMedia.com www.ForConstructionPros.com/Asphalt

Publication Staff Publisher

Amy Schwandt

aschwandt@ACBusinessMedia.com Editor

Lisa Cleaver

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Jessica Stoikes

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8 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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THE UNIFIED “UF” SERIES DRUM

SINGLE DRUM COUNTERFLOW

PROS: RUGGED! SKID MOUNTED or PORTABLE Built to last WARPAGE Resistant

NO

SACRIFICES COMPROMISES

CONS:

YOU DON’T OWN ONE YET 13333 Highway 24 West Fort Wayne, IN 46814 Tel. (260) 672-3004 Fax. (260) 672-3020 www.almix.com Search: 10071910

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STATE OF THE INDUSTRY

An Updated

Industry Forecast We asked leading economists to share their insights on the future of the road building industry since the passing of the FAST Act

By Becky Shultz, Contributing Editor

W

hen we first touched on the state of the industry for 2016 in our December issue, the Fixing America’s Surface Transportation (FAST) Act had not become law. In this updated state of the industry, we asked leading economists to comment on the market potential for the transportation sector, with a specific focus on the effects the industry may see from passage of the first long-term highway bill in nearly a decade. Following are their insights on the impacts of the 5-year funding authorization.

AC:

Do you foresee a healthy highway construction market in 2016 and how might it compare to 2015?

Dr. Alison Premo Black, senior vice president and chief economist, American Road and Transportation Association (ARTBA): The multi-year federal transportation bill will provide muchneeded stability for the highway, bridge and transit markets after a decade of short-term extensions.

The modest increase in federal highway and bridge investment in 2016 will help the program keep pace with changes in inflation, materials and project costs. Federal funding accounts for an average of 52% of state department of transportation capital outlays for highway and bridge improvements.

The highway and bridge construction market is expected to be uneven across the country, with programs growing in 23 states and Washington, D.C., and remaining flat in nine states. A number of states have increased their own funding in the last few years, including 15 that have raised their own gas taxes for transportation investment since 2013. Overall, states approved 30 legislative measures in 2015 to increase investment, while voters approved 68% of the ballot measures for transportation funding.

Outside of construction, state and local governments are expected to spend an additional $42 billion for maintenance work, $14.8 billion for in-house and consultant planning and design services and $7.8 billion for right-of-way purchases as part of their highway and bridge programs.

Our project cost index indicated overall increases in project costs in 2015 were below historical averages, but I would expect to see increases in the range of 2% to 3% next year as work and demand for material and labor increase in transportation and general construction. Three percent is the historical average Ken Simonson, chief economist, Associated General Contractors of America (AGC): With the enactment, at last, of a long-term federal highway funding bill that contains additional revenue, there should be a modest uptick in highway construction spending in 2016. In addition, the list of states that have increased their gas taxes or other highway funding mechanisms keeps growing. Many of these provisions will have

contributed enough to state coffers to allow a further increase in contract awards in 2016.

Jeannine Cataldi, global economist, IHS, a global information company: Spending on highway and bridge construction strengthened in 2015 and is on track to finish the year above 2014 levels.

Growth in this market will remain healthy in 2016 as revenues at the state and local level continue to benefit from increased job and wage growth. The residential market will provide an additional lift to this segment with an increasing number of housing starts creating a need for the upgrade of existing roads, as well as construction of new roads for new housing developments.

The recent passage of the FAST Act has removed a measure of uncertainty for the highway/streets construction market.

The five-year bill will allow for long-term planning, which was difficult under the multiple short-term extensions of the last decade. The five-year authorization is likely to lead to stronger growth of highway/street construction over the coming years.

Anirban Basu, chief economist, Associated Builders and Contractors (ABC): I see additional progress ahead.

Much of this relates to healthier state and local government budgets, which have helped to increase the level of investment in roads, bridges and highways generally. The new speaker of the U.S. House of Representatives will help secure a more stable future for the federal Highway Trust Fund, which should also induce more heads of state departments of transportation to move projects along.

10 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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A FULL LINE OF EQUIPMENT & PRODUCT SUPPORT SOLUTIONS FOR ALL YOUR ROAD BUILDING NEEDS. PAVERS | MTVS | COLD PLANERS | STABILIZERS BROOMS | COMPETITIVE PARTS | GUARDIAN

roadtec.com 1.800.272.7100 423.265.0600

© 2015 ROADTEC.INC. ALL RIGHTS RESERVED Search: 10074458

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SPECIAL REPORT

By Jessica Stoikes, Associate Editor

World of Asphalt Comes to Music City The 2016 show will be held March 22-24 at the Music City Center in Nashville, TN

W

orld of Asphalt 2016 will be held in Nashville, TN, along with the co-located AGG1 Aggregates Academy & Expo March 22-24 at the Music City Center. The industry’s leading manufacturers and service providers in the aggregate, asphalt, pavement maintenance and traffic safety industry sectors come together at World of Asphalt to showcase their latest products and technologies.

The World of Asphalt education program will feature learning opportunities with leading industry experts to discuss the latest safety, management/leadership, plant, paving, pavement preservation, renewable energy and technological issues affecting the asphalt industry. Some highlights include:

People, Plants and Paving Training Sessions Designed for paving contractors of all sizes, the People, Plants and Paving Training Program tackles the latest industry innovations in safety, recycling, maintenance and plant production. Sessions also address management and leadership skills crucial for business.

People - Focuses on the important skills necessary to manage and coach personnel to their maximum performance.

• Session We’re Attending: #T12 Taking the High Road: Good Community Relations for the Asphalt Industry. Asphalt and aggregate companies offer a lot to our communities, yet their contributions to modern society’s quality of life are not understood by the general public, and rarely communicated. This session focuses on how to improve your company’s image and recognition in your community.

Plants - Experts will discuss how to evaluate and improve plant performance and to keep the plant operating at peak levels.

• Session We’re Attending: #T22

Plant Preventative Maintenance to Reduce Operating Costs. A well executed preventative maintenance program is critical to ensuring the lowest possible plant operations costs.

High quality replacement wear parts can be expensive, but unscheduled breakdowns and poorly operating equipment are more so. A plant that is down brings in little or no revenue.

Paving - Learn important techniques to construct safe and smooth quality pavements at optimum efficiency and profitability.

• Session We’re Attending: #T23 Using Technology to Stay Ahead in the Asphalt Industry. Asphalt companies have embraced revolutions in technologies to increase operational efficiencies and save money. This session will explore the use of innovative technologies to improve efficiency, productivity, and strengthen the bottom line. These technologies include paperless technologies, UAV’s for inventory management and 3D paving.

Pavement Preservation - Learn techniques used to extend life of pavements such as sealcoats, recycling and cracksealing.

• Session We’re Attending: #T27 Where In-Place Recycling Fits into Pavement Maintenance. The in-place recycling techniques of hot in-place recycling, cold recycling (cold in-place and cold central plant) and full depth reclamation are techniques that provide cost effective solutions when applied to the right pavement at the right time.

Safety - Presenters will discuss the latest innovations and strategies used to keep crews and plant operators safe.

• Session We’re Attending: #W18 Complying with OSHA’s Silica Rule. OSHA’s Silica Rule or Permissible Exposure Limit (PEL) was proposed in 2013 and will likely be finalized early in 2016. The asphalt pavement industry has been proactive in

understanding the impacts this rule will have on work practices especially as they relate to roadway milling and brooming operations.

Working in an industry/government/labor partnership, milling machine manufacturers are implementing voluntary engineering controls that reduce potential silica-bearing dust below any regulatory threshold.

However, because of its potential health impact and because control of silica dust is one of OSHA’s high priorities, the asphalt industry continues to devote resources in exposure identification and reduction.

Environmental Health & Safety - Obtain the tools, best practices and innovations to build a world class EH&S culture. These sessions are tailored to the EH&S professionals at asphalt plants and sites.

• Session We’re Attending: #T18 Positioning Asphalt Plants for Upcoming Environmental Regulations: Ozone, NOx, and US Waters Definition. Choosing the extent of resources to devote to potentially upcoming environmental regulations can be challenging. Two mainstream environmental regulations, in various stages of finalization, present such a challenge to the industry. EPA’s proposed ozone air standard, which could cap a plant’s nitrogen oxide (NOx) emissions, would impact plant burner fuel source utilization.

More exhibitors than ever World of Asphalt features over 400 exhibitors that offer a broad array of the newest products, technologies and services. Check out the following pages and make note of the booth numbers of products and companies that interest you.

Be sure to visit Asphalt Contractor in Booth 3226. Be spotted wearing an Asphalt Contractor vest and you could win $100! Pick up your vest in the BOMAG Booth 2542.

12 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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THE FACES OF ASTEC PARTS

SHE’S ALWAYS YOUR PARTS PERSON When parts tech DONNA FLOYD is not helping her customers, you’ll find her camping in a matador red replica 1961 Shasta Airflyte. And when she gets back to the office and takes your call, she takes as much care to find the part you need as she does to find the perfect campsite, because she’s always your parts person.

An ASTEC parts tech knows that being successful in her job means that you count on her to deliver when needed. So when she takes your call she takes care to find exactly the part you need and then gets it to you as fast as possible. She’s always your parts person.

Anyone can stock parts and ASTEC stocks the world’s largest inventory of parts for asphalt plants. But ASTEC doesn’t just stock parts.

With a team of 35 parts professionals, ASTEC delivers the industry’s best customer service.

Any part, any brand. We can help.

Search: 10072061

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Long Drying Time Plus Long Mixing Time Equals

High Quality

MIX

DILLMAN UNIDRUM The robust, hard-wearing Dillman Unidrum takes full advantage of its long drum to produce a consistent, high-quality mix with up to 50%* RAP content.

Add the optional V-Pack stack temperature control system to operate in the most efficient way possible. Only available on the ASTEC family of asphalt plants. *at 3% moisture

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DILLMAN UNIDRUM Features

• • • • •

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

Search: 10072736

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SPECIAL REPORT: WORLD OF ASPHALT PREVIEW LeeBoy 8515 Asphalt Paver The 8515 commercial class asphalt paver offers 8- to 15-ft. paving widths.

• 87-hp Kubota diesel engine.

• 12-in.-diameter sonic auger system • Heavy-duty Legend heated (propane or electric) and vibrating screed system • 7.5-ton receiving hopper with heavy-duty radius hopper wings • Dual operator stations • World of Asphalt 2016 Booth #3603

ADM Roadbuilder Series Roadbuilder Series asphalt plants by Asphalt Drum Mixers Inc., come in four production sizes: 110, 160, 250 or 350 tph.

• Parallel flow system maximizes heat transfer through mix with proven flight design that moves moisture-laden aggregate in a rotating veiled pattern away from burner • Fuel-efficient Hauck gap-fired StarJet burner dryer flame is shaped to minimize asphalt cement burn-off, resulting in cleaner emissions than other parallel-flow designs • Plants can be operated by just one plant operator and one loader operator • Stationary and portable Roadbuilder options available • World of Asphalt 2016 Booth #1737

Search: 10079335

Meeker Batch Plant RAP Kit Meeker’s Batch Plant RAP Kit system features precise control of RAP. • Unique weighing system allows for higher RAP percentages in mix • Positive control of stem release • Steep sloped bin walls on rap bins for trouble free operation • World of Asphalt 2016 Booth #3054 Search: 10086128

Etnyre Centennial Black-Topper Asphalt Distributor Etnyre Centennial Asphalt Distributors provide one-person operation.

• Fingertip control of distributor functions • Computer-controlled spray • World of Asphalt 2016 Booth #2203 Search: 10147283

WEM Plant Automation Systems

Search: 10076827

Gencor Ultrafoam GX2 System Gencor’s latest development in warm mix technology with the Ultrafoam GX2.

• Can achieve consistent foaming at varying production rates without the use of a powered mixing device • AC and water can be introduced at widely different flow rates and pressures • Compressed Air Purge releases remaining water in the piping and hose between the unit mounted on the drum when temperatures approach freezing • Water Flow Alarm senses water and transmits alert to the operator if loss of water flow to the unit occurs • Pump heater features a convective heat bulb used inside the pump enclosure to prevent freezing • Weatherproof enclosure provides freeze and dust protection to the pump and electronic parts • World of Asphalt 2016 Booth #2812 Search: 10223065

Case DV Series Tandem-Drum Rollers The DV201, DV202 and DV204 tandem-drum vibratory rollers feature high centrifugal forces, dual frequency and a hydrostatic drive for better traction and smooth performance even on steep slopes.

• 5,510- to 7,720-lb. operating weights • Drum widths from 39.4 to 51.2 in.

• 31- to 48-hp engines • World of Asphalt 2016 Booth #2014 Search: 10086481

WEM Automation offers a full line of PC/PLC based full plant controls for complete drum, batch, loadout, and scale ticketing operations.

• Systems include PC/ PLC/Ethernet, completely off-the-shelf parts, Microsoft, Allen Bradley PLC, automatic multi-

point calibration, built-in redundancy and energy efficiency tools • World of Asphalt 2016 Booth #1504 Search: 10085629

16 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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A WIRTGEN GROUP COMPANY

Material Transfer Vehicle: MT 3000-2i Offset PowerFeeder.

TECHNICAL HIGHLIGHTS > High-performance material feeder to empty a 27.5 tons truck in just 60 seconds

> Material conveying system counteracts thermal as well as mechanical segregation

> Pivoting and inclining conveyor for high versatility > Automatic distance control system > ErgoPlus operating system for all-around visibility and intuitive controls

www.wirtgen-group.com/america

WIRTGEN AMERICA, INC. 路 6030 Dana Way 路 Antioch, TN 37013 路 Telephone: 615-501-0600 Search: 10075240

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SPECIAL REPORT: WORLD OF ASPHALT PREVIEW Wirtgen W 250i Cold Milling Machine

Dillman Voyager Plant The 200-tph Voyager is designed for producers who require a plant made to move several times during the paving season.

• Can be dismantled, moved to a new site and set up and ready for production in five days • Uses field-tested components proven to perform in a variety of conditions • Includes a 50-ton SEB to ensure a quick set-up without need for cranes • Whisper Jet 50 burner, 34,000 cfm pulse jet baghouse and the PMII control system • World of Asphalt 2016 Booth #2341 Search: 10616687

International Cybernetics ACCU-SLOPE The ACCU-SLOPE is designed to rapidly and accurately measure and check cross-slope readings during the paving process.

• Fully automated with single-person operation • Eliminates the need for multi-person measurements • Made with traditional rod and level equipment • World of Asphalt 2016 Booth #1228 Search: 10713898

The W 250i includes an extra-large milling drum unit that enables up to a 12-ft.

6-in. working width and a 14-in. milling depth.

• Features the intelligent WIDRIVE machine management system, a Dual Engine Concept, PTS (Parallel To Surface) system and intelligent speed control (ISC)

Tarmac Tri-Mix Warm Mix Injection System Tarmac’s Tri-Mix is a simple yet versatile warm mix injection system.

• Delivers consistent, lower viscosity AC giving you better coating at lower temperatures • Lower mix temperatures can save companies 20% on burner fuel costs • Simple design and non-corroding components make unit virtually maintenance-free • World of Asphalt 2016 Booth #2942 Search: 10456328

Reliable Asphalt Products RAP/RAS Bins

• Three selectable milling drum speeds of 1,600, 1,800 and 2,00 rpm • FCS Light quick-change system allows various milling operations using different drums • World of Asphalt 2016 Booth #2504 Search: 11272726

Reliable Asphalt Products RAP/RAS Systems combine innovative technology with solid construction to deliver a highly versatile plant component.

• Maximize both RAP and shingles while maintaining precision measurements for both • Each system can be fully customized to include one to three RAP bins as well as up to two load cell equipped RAS bins for a total of five bins • Portable, skid mounted, and stationary arrangements • World of Asphalt 2016 Booth #1442

Roadtec RX-900e/ex Half/Full Lane Cold Planer

Search: 10723211

Roadtec’s RX-900e half/full lane cold planer features a 950-hp Tier 4i Caterpillar engine.

• Three- or four-track assemblies

PlantWise Drum Mix Control System offers advanced automation for asphalt drum mix plants.

• Adaptability for retrofit or total control of nearly any plant • Extensive use of high-speed networking to increase accuracy and reduce wiring • Integral manual control via software control “panels” • Easy calibration of plant equipment • Real-time trending of key process parameters • Fully graphic operator interface • Instantaneous production rate changes • Tracks equipment maintenance and re-calibration schedules • Facilitates future expansion • World of Asphalt 2016 Booth #1741

• Guardian Remote Telematics System • 120° load-out conveyor swing capability • 14-in. maximum cutting depth • Sollami triple wrap, single hit drum with cutter bits • World of Asphalt 2016 Booth #1742 Search: 10913576

Libra Systems PlantWise

Search: 10565024

18 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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3/2/16 8:59 AM 8/11/10 2:28 PM

SPECIAL REPORT: WORLD OF ASPHALT PREVIEW Caterpillar F Series Pavers

Hamm HD+ i-Series Rollers The HD+ i-series line of tandem asphalt compactors come standard with offset capability (close to 7 in.), amplitude and frequency adjustment from the control panel and the Hammtronic machine management system.

• 7-ton Hamm HD+ 70i VT combines a smooth drum with pneumatic tires, and the 11.5-ton HD+ 110i VO Oscillation roller combines standard vibration with Oscillation compaction • 13.2-ton HD+ 120i VV HF high-frequency model available with the HCQ (Hamm Compaction Quality) intelligent compaction system • 8-ton HD+ 80i and 10-ton HD+ 90i offer conventional vibration, high-frequency compaction, Oscillation compaction, split drums and a smooth drum/pneumatic combination • 15.4-ton HD+ 140i VV comes with standard vibration • Tier 4i-compliant engines on most models with 74-hp engines on the HD+ 70i and HD+ 80i meeting Tier 4 Final • World of Asphalt 2016 Booth #2504

Generator power on board the AP1055F tracked and AP1000F wheeled asphalt pavers has been doubled to 70 kw to heat the standard 8-ft. screed from

Sakai ND Series Rollers

40° F to 265° F operating temperature in 15 minutes and the SE60V XW screed extended to 33 ft. up to operating temperature in 25 minutes.

• World of Asphalt 2016 Booth #1722

The 57-in. SW652ND, 67-in. SW770ND and 79-in.

SW850ND are designed to handle no-vibe asphalt paving jobs where structural integrity is a concern.

• Allows operator to easily switch back and forth between oscillation and vibration in both drums • 16,865-, 23,810- and 29,480-lb. operating weights respectively • World of Asphalt 2016 Booth #3022

Search: 12017712

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Weiler E2850 Remixing Transfer Vehicle

Vögele Super 13003i Paver The Super 1300-3i has a basic width of 6 ft. 1 in. with its hopper wings folded and a length of just 16 ft. 3 in., yet can pave widths from 2 ft. 6 in. to 13 ft. 9 in. with its AB 340 V electrically heated extending screed.

• 390-tph maximum laydown rate • Large material hopper holds 22,000 lbs. and includes a hydraulically operated hopper apron that ensures no material spills during feed truck changes • AutoSet permits quick, safe paver movement • World of Asphalt 2016 Booth #2504 Search: 11327518

Weiler’s E2850 Remixing Transfer Vehicle (RTV) is designed to help improve smoothness and handle large volumes on high-production paving jobs.

• 300-hp Cat C9 engine with Acert Technology • Working speeds up to 194 fpm • 25-ton hopper capacity • Material flow divider with a momentary switch provides equal force to the front and rear wheels for enhanced traction when working on uneven terrain • World of Asphalt 2016 Booth #1722 Search: 10983840

Carlson EZV10 Highway Class Screed Carlson’s EZV10 front-mount highway class screed has the ability of paving as both a fixed width and hydraulic extendable platform.

• Robust extension support system enables rigidity and eliminates flexing of the extensions at all widths • Able to build out to 30 ft. heated bolt-ons • Heavy-duty ½”-in. 450 rated Brinell screed plates, tightly fitted adjustable strike-offs and heating elements • World of Asphalt 2016 Booth #1810 Search: 12087940

20 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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Search: 10723982

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SPECIAL REPORT: WORLD OF ASPHALT PREVIEW BOMAG BW11RH-5 Pneumatic-Tire Roller

Volvo Density Direct Intelligent Compaction System The Volvo Intelligent Compaction (IC) system for select Volvo asphalt compactors is available in Volvo IC and Volvo IC with Density Direct.

• Offers pass mapping, temperature mapping and data storage features; Volvo IC with Density Direct includes realtime density mapping technology • Produces a density calculation that is accurate to within 1.5% of core sampling, providing a real-time reading of density values over 100 percent of the mat • World of Asphalt 2016 Booth #2121

The BOMAG BW11RH-5 pneumatic tire roller boasts 35° centerpoint articulated steering, delivering a short 10-ft (3.0-m) inside turn radius.

• Front and rear tires able to maintain tracking in turns, offering full width compaction in tight, winding curves to reduce the number of passes to reach desired densities

• World of Asphalt 2016 Booth #2542

Search: 12145591

Search: 12085197

Astec V-Pack Stack Temperature Control

Atlas Copco Dynapac F800T Tracked Paver Evoflex CA additives are designed to improve the contribution yield of binder from recycled materials.

• Evoflex CA additives also function as rejuvenators and offset the potential negative impact of increasing the use of highly oxidized materials • Greater amounts of reclaimed products can be added while product maintains flexibility and low temperature crack resistance • World of Asphalt 2016 Booth #2430

Process Heating Company Lo-Density Rigid Tubular Drywell Tank Heaters provide safe and consistent overnight heat for asphalt emulsion distributor truck tanks.

• Allows operators to simply plug the heater in at the end of the day, maintaining the emulsion at the correct temperature overnight or over a weekend • No open flame • Provides even heat distribution throughout the reservoir to prevent coking or damaging of temperaturesensitive emulsion material • Drywell-style elements reside inside the sheath, making them accessible from outside of the tank and eliminating the need to drain the tank to service the elements • Can be installed as new or as retrofit equipment • World of Asphalt 2016 Booth #2513

Search: 12056935

Search: 12058450

Evoflex CA from Ingevity

Process Heating Company Lo-Density Rigid Tubular Drywell Tank Heaters

The Dynapac F800T 10-ft. tracked paver features a Carlson EZIV08-15 frontmounted electrical screed offering 8- to 19-ft. working widths and a mat as high as 1 ft.

• 173-hp Cummins sixcylinder, Tier 4 Final diesel engine • World of Asphalt 2016 Booth #2828 Search: 12051900

Astec’s V-Pack Stack Temperature Control System extends the range of mixes that can be produced without requiring the flights be adjusted.

• “V-flights,” unique drum flights with a deep V-shape, and its use of variable frequency drives (VFDs), which provide control of the drum rotational speed, are keys to the control system managing an asphalt plant’s exhaust gas temperature and increasing overall efficiency • Automatically controls exhaust gas temperature across a range of mix types and operating conditions by making drum speed changes • Keeps baghouse temperature relatively stable as mix temperature changes and even as mix types change from hot mix to warm mix, from virgin to high RAP, and from dense graded to open graded mixes • V-flights produce a uniform veil of virgin aggregate across the entire drum, regardless of how full the drum is, the plant’s production rate, or the RAP percentage used; this enables drum speed changes to be effective as a means of controlling stack temperature • Enables asphalt plants that produce mix with RAP content from zero to 70% without any physical changes to flights • World of Asphalt 2016 Booth #2341 Search: 12058427

22 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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Take your paving in profitable new directions.

EVOTHERM warm mix asphalt technology and EVOFLEX recycled binder modifiers from Ingevity point the way to higher performance paving applications.

Evotherm: Evotherm warm mix technology promotes adhesion at temperatures up to 90°F lower than traditional hot mix. Lower temps mean extended paving seasons, longer hauls, and excellent compaction.

Evoflex CA: This liquid based binder modifier allows maximum use of reclaimed asphalt while providing excellent flexibility and crack resistance. When used with Evotherm, Evoflex CA helps mobilize the aged binder of reclaimed asphalt and maximize recycled binder values.

Evoflex RMA: Fast becoming the go-to technology for recycled ground tire applications, RMA’s rubber-polymer system modifies liquid binder for incredible strength and flexibility. The rubber pellets eliminate the need to blend multiple raw materials and the single pellet delivery system increases work site safety by eliminating the hazards of powdered tire rubber.

booth 2430

For greater levels of profit and productivity, all signs point to Ingevity. Learn more at evotherm.com.

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Kenco Engineering

Dryer Flights

Discharge Flights

TECHNOLOGY UPDATE

RECON Monitors Asphalt Storage Tanks and Hot Oil Heaters

™

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Visit us in Booth 2842!

800-363-9859 www.kencoengineering.com Still proudly made in the USA

H

eatec Inc. is offers its new product, RECON, designed to keep operators informed about the status of asphalt storage tanks and hot oil heaters at their HMA plant.

Simply put, RECON alows an asphalt production crew to see the levels of asphalt cement in their tanks from the main office, says Frank Eley, director of advertising with Heatec.

The web-based system uses a smart phone, tablet computer or PC. According to Eley, the company spent nearly a year developing RECON. “Engineers at Heatec began work on the product soon after operators at HMA plants began asking about certain possibilities using the internet,” he says. “They wanted to know if it might be possible to monitor their asphalt heating and storage systems using a smartphone.”

Consequently, Heatec began developing a product to fill that need. “Enthusiastic customers helped in its development by actually buying early versions of the product and

making suggestions for improvement,” Eley says.

The RECON display screen shows realtime status of the hot oil heater that heats asphalt tanks. The status of asphalt stored in tanks is also shown. One version of the product shows status of the plant heater and up to three tanks. Another version shows status of two plant heaters and up to six tanks. Other screens project trend data that enables operators to better manage usage.

Trend data can then be printed.

The system can be programmed to send an e-mail alert message when abnormal conditions of the heater and/or tanks are encountered. The system can be easily retrofitted to many existing plants without upgrading existing equipment.

For questions on compatibility, price, installation and operation please contact Heatec at 800-235-5200 or visit heatec.com.

Search: 10073542

24 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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PAVING INNOVATIONS

How to Coordinate a

Large Design-Build

PROJECT

With nightly challenges and over 100,000 tons of asphalt, The Lane Construction Corp. completes a major pavement rehabilitation project in Virginia

By Lisa Cleaver, Editor

T

he Lane Construction Corp., a leading contractor specializing in highways, bridges, mass transit and airport systems headquartered in Cheshire, CT, completed a design-build project on I-64/I-264 for the Virginia DOT (VDOT) in November.

The project included major restoration work designed to increase pavement life by 15 years or more for distressed eastbound and

26 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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VDOT let the first contract to patch all the concrete pavement and repair/hot seal open joints. Next came the second contract to mill and repave the existing asphalt shoulders and overlay all of the concrete patching with a ¾-in. lift of THMACO (thin hot mix asphalt concrete overlay).

The THMACO contract was performed

by Virginia Paving Company, a division of The Lane Construction Corp. This was followed by the leveling course, a 2-in. lift of 19MM SMA (stone matrix asphalt) and a

What exactly is a THMACO?

westbound segments of I-64 and I-264 in Norfolk and Virginia Beach.

“There were two separate intersecting Interstates involved in this design build,” says Mark Range, assistant plant manager with Virginia Paving Company, a division of The Lane Construction Corp.

The first section is a 3-mile stretch of I-264 with four lanes in each direction that is the main artery connecting Norfolk to Virginia Beach. This segment of road also takes you to Portsmouth going west and heading east toward the main oceanfront area.

The second section is a 7-mile stretch of 1-64 with three lanes in each direction and the main interstate connecting I-264 to the Norfolk Naval Station on I-564. It also takes you west toward Williamsburg and Richmond and east to Chesapeake.

The Lane Construction Corp. completed a design build project for VDOT that would increase the pavement life on I-64/I-264 by 15 years or more.

“Both of these highways carry in excess of 50,000 vehicles per day,” Range says. “With the summer tourist traffic and the always present Norfolk Naval Station commuter traffic, they’re very busy roadways. Therefore, all of this work had to be done at night.”

Prior pavement condition These highways were originally concrete pavement that over the years had deteriorated to the point that the state could not keep up with the maintenance and repairing of potholes, Range says.

Thin hot mix asphalt concrete overlays (THMACO) like the one used on this project by The Lane Construction Corp. are plantmixed combinations of asphalt cement and aggregate placed in depths of ¾ to 1½ inches over aging pavements as a pavement preservation treatment.

The liquid asphalt binds the rocks together in a strong but flexible pavement structure. The HMA is designed to seal and protect the existing pavement, to correct surface deficiencies, and to improve rideability and surface friction. They are one of the most effective maintenance treatments for re-profiling and improving rideability.

For more distressed surfaces, the top ¾ to 1½ inches of the existing pavement may be removed by cold-milling with carbide-tipped cutting bits to a specified depth followed by the application of the thin HMA overlay.

The mixes used for thin HMA overlays can be dense-graded, open-graded or stone matrix asphalt (SMA). Open-graded overlays allow surface water to drain away quickly, preventing hydroplaning and improving visibility in wet weather.

March/April 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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PAVING INNOVATIONS

Above photo: Joints were cut down longitudinally and transversely using a milling machine so the new leveling course would blend in.

Below photo: A leviling course was placed to increase cross slopes to ensure water would drain from the roadway properly.

1.75-in. lift of 12.5MM SMA, along with raising the median barrier, drainage structures and guide rail.

“Since the roadway was going to be raised 3.75-in. with new asphalt, we had to raise all the concrete median barriers separating the eastbound and westbound lanes, all the drainage structures, all of the guide rail, as well as all new asphalt curb and back-up material under the new guide rail,” Range says.

Preparing the pavement The first step to properly prepare the pavement was to survey the entire job and identify areas that did not drain properly or had under-spec or less-than-desired cross slopes.

“Once these areas were identified and marked out, we needed to cut tie-in and tiedown joints longitudinally and transversely so the level course would blend in with adjacent lanes,” Range says. “This also helped to prevent raveling of the edges when we opened to traffic.”

The joints were cut in by a milling machine. Then it was time for the paving crew to pave a leveling course to increase the cross slopes to ensure water would drain from the roadway properly.

“This was a challenge because the required leveling had variable depths,” says Range.

“In many instances, this work was being done across two or three – and in some cases four – lanes of traffic with vehicles traveling 55 mph two feet away from the milling and paving crews. We all know most of those cars and tractor trailers were not obeying the legal speed limit.”

Joint cutting needed to be done through exit and entrance ramp areas as well. Once this step accomplished, the main paving began.

28 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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PAVING INNOVATIONS

Virgina Paving Company was busy producing three different mixes for three different crews during the I-64/I-264 job.

The paving process

Meanwhile, back at the plant …

According to Mark Range, assistant plant manager with Virginia Paving Company, one unique aspect of the I-64/I-264 design-build project was the other highway projects the company was involved in at the same time.

“At the time this project was happening, we had two other major highproduction night paving jobs being done,” he explains. “Most nights our plant was producing three different types of mix for three different crews.”

With four 300-ton silos and 35 to 40 trucks running each night, they had to time startup at the plant early enough in the afternoon to be almost full by loadout time without having to shut the plant down because of full silos.

“The key to running the plant wide open for three to four hours every day before loading one truck, is paying attention to the weather,” says Range. “It’s like a high stakes roll of the dice in Vegas on a daily basis.”

Coordination between The Lane Construction Corp., the aggregate supplier and AC supplier was also key. With the different mixes running night and day and weekends, and limited room at the plant, there was a constant flow of trucks into the plant to keep 12 different kinds of aggregates stocked.

“Our AC supplier had to deliver 830 tanker loads of AC to keep up with us as well,” he says. “This all had to be planned, coordinated and carried out.”

Another unique factor was coordinating and planning day and night operations. Day crews had to make sure they emptied all four silos at the end of the day so they were available for the night shift, and in return, the night shift had to empty for the day operations.

“Mix leftover in one of these silos, day or night, could really disrupt our plans,” Range says. “Our paving and plant crews did an excellent job making this work every day and night.”

With the ¾-in. THMACO layer already installed over the concrete, the next step called for two, and in some areas three, additional lifts of asphalt. A variable depth lift of mix (SM-9.5A) for cross slope adjustments, then a 2-in. lift of 19MM SMA and then a final 1.75-in. lift of 12.5MM SMA would be installed for the final riding surface.

“Out in front of the paving crew, the milling crew cut tie-in joints before and after every bridge, at all of the exit and on ramps and interchanges, and at the beginning and end of the project, so the new asphalt layers would blend in to the existing grades,” says Range. “This entire process had to be done prior to the paving of each new lift of asphalt.”

This was a huge task. There are 22 bridges on this project to tie into, 12 major interchanges to pave through, and 32 exit and entrance ramps to pave and tie into. In all there were over 200 tie-in joints required.

With all of the bridges, ramps, interchanges and tie-down points, the average length of a paved section without stopping and picking up was approximately 2,300 LF. “Despite the numerous short sections, the average IRI numbers on I-64 were less than 50,” says Range.

The mix designs for the project included 19MM SMA and 12.5MM SMA mixes with

30 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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PAVING INNOVATIONS PG76-22 asphalt cement used on the mainline while conventional IM-19.0A and SM-12.5A Superpave mixes were used on the shoulders.

“The SMA mixes, even though they are more costly, were good choices for the mainline due to the stiff binder in these mixes that prevent cracking and rutting while holding up to the high traffic volumes and also giving the owner a longer service life,” says Range. “You get what you pay for with SMA. Very expensive but better performance. Conventional Superpave mixes cut costs on the shoulders as they were not subject to the same traffic volumes and stresses as the mainline.”

The combination of 19MM SMA, 12.5MM SMA and conventional Superpave mixes for the leveling and shoulder work added up to over 100,000 tons of asphalt placed by Lane Construction crews.

Challenges For Lane Construction, there were many nightly challenges, says Range.

“One challenge was the lane closure times and restrictions we had to adhere to,” he says.

“When working on the left lanes, we were only able to close one lane at the beginning of each shift. With only a 6-foot left shoulder and a 12-foot lane closed, we barely had enough room to unload our equipment from the trailers and get started, especially the

MTV and paver, which is a safety concern for us.”

Crews also had to be totally off the road by 5 a.m. or face heavy fines compounded every 15 minutes. Thinking and planning ahead was key. And keeping one eye on the weather at all times was important as well.

In order to make it safer in the tight quarters on the left lanes and allow an on-time start, crews had to use a rolling road block with the help of a state trooper. This allowed equipment that was just unloaded the ability to get in front of the tractor, then the tractor could hook back up to the trailer and get out of the way. “When on the left side, this was the only way we could unload our equipment safely,” says Range.

Another challenging aspect of this project was the I-64 and I-264 corridor had three separate contracts going on all at the same time. This presented many lane closure conflicts throughout the project that had to be worked out amongst all the contractors and subcontractors.

“Virginia Paving was fortunate enough to be doing the paving work on three of the four ongoing contracts, so that helped some, but this scheduling was a nightmare,” says Range. “Many changes were made to accommodate all the activity while still trying to maintain the production we were shooting for.

Communication and many meetings were the keys to making this work.

“At the end of the day, this turned out to be a very safe and productive project,” he continues. “Looking back now at all this organized chaos, you really get a sense of pride and satisfaction knowing we pulled it off under less than ideal circumstances.”

Relentless perseverance, planning and teamwork will lead you down the road to success no matter how big the challenge, says Range.

“I’ve worked for The Lane Construction Corp. and Virginia Paving Company almost 40 years now, and the level of coordination and cooperation that was required between all involved rivals anything I’ve seen so far,” he says. “Look up the word ‘teamwork’ in the dictionary and this project will be listed there.

“Look up the words ‘working safe’ and it will be defined there as well,” he concludes.

“This mentality and culture is what The Lane Construction Corp. and their division Virginia Paving Company has lived by for the past 125 years. Our people are our biggest asset.”

Lane Construction had to overcome lane closure challenges and space restrictions while keeping their crew safe from the traveling public.

32 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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LISTEN TO OUR CUSTOMERS NOT OUR COMPETITORS For 40 years and counting, ADM has been committed to producing quality, high-production asphalt plants. On top of that, we take great pride in delivering an unmatched level of service before, during and after the sale.

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PAVING INNOVATIONS

How E-Construction Can Increase Your Efficiency & Your Bottom Line

By Lisa Cleaver, Editor

Tickets satisfy federal requirements for proof of delivery and quality assurance, but the physical collection process is both dangerous and time consuming. Software and electronic tickets can change that process for contractors.

The Iowa DOT and Manatts Construction partnered with Earthwave Technologies on a pilot project to reduce time-consuming paper shuffling

T

echnology is invading the jobsite at every angle today and for good reason. Going paperless can improve business operations and decrease the amount of resources needed to get the job done. In the highway construction industry, electronic lettings have been standard operating procedure for the Iowa Department of Transportation (DOT) for many years. Recently, the agency partnered with a contractor and a software

provider to bring the e-construction process right to the point where the asphalt truck arrives at the jobsite to unload.

Working with Manatts Construction Co., Greg Mulder, P.E., director of the Iowa DOT’s office of construction and materials, and his staff recently piloted a “proof of concept” project and developed what they think could be the next step in a paperless, efficient process for documenting asphalt deliveries to highway construction projects.

For Mulder, extending the e-construction process to the point of asphalt delivery was a matter of safety, efficiency and best use of personnel.

“At the point of delivery is where we would hit a snag in the electronic process,” he says.

“Each truck driver still carries a paper loadout ticket used to document the details of the delivery that is collected by the Iowa DOT inspector on the jobsite.”

For the Iowa DOT, there was a large

36 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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amount of paper being generated for weight tickets that were needed to satisfy federal requirements for proof of delivery and quality assurance. Tickets can be lost and since tickets are required for contractor payment, tracking down lost tickets is a real time draw and brought questions forward about if and when that load actually got delivered to the job. Safety issues also exist with personnel climbing on the side of trucks to gather the weight ticket from the driver. Having GPS tracking of each truck ticket makes this process very transparent.

For the pilot, Mulder chose a centrally located project to ensure oversight. Manatts was awarded the contract and was willing to partner with the Iowa DOT. After reviewing several similar software solutions and meeting Earthwave at an asphalt paving conference, Mulder realized that the company’s Fleetwatcher software was very close to meeting his needs.

“The technology existed and with a few software tweaks, we could dramatically increase worksite safety and reduce tedious tasks of collecting tickets and be able to better use our trained and qualified people to work on quality control and project administration — items that will ultimately build better quality roadways.”

Highway 69 pilot project Highway 69 is a primary two-lane roadway that vertically dissects Iowa in two. The 8-mile-long resurfacing pilot project on Highway 69 was just south of Ames, which is in the central part of Iowa. Manatts was chosen to mill off the existing asphalt surface, rubbelize the concrete underneath, then place a new 7-in. asphalt overlay on top.

The project was actually completed in two phases, says Steve Rooney, general superintendent of Manatts Ames Division. The first phase in May 2015 was a mile-long stretch and completed in 10 days — no telematics were used during this portion of the project.

Manatts began using the Fleetwatcher technology from Earthwave on its equipment during the second phase, which started at the end of July 2015. During this 30-day phase, nearly 63,000 tons of asphalt were placed.

Using a global positioning system (GPS), Fleetwatcher not only tracks the location of trucks through GPS but displays important details regarding load cycle times at the plant, on the job and travel times between.

GPS transponders were installed in both company-owned and third-party trucks Manatts was using to haul hot mix asphalt (HMA) to the jobsite. GPS transponders were also installed on two pavers being used on the job. Installation was accomplished in the trucks via a cigarette lighter adapter in the cab, while the pavers’ transponders were hardwired into their batteries. Both systems have an internal battery backup. The piloted system also included a mobile field application for smart phones and tablets.

These GPS transponders sent data back at several points in the process where geozones had been established. Geozones are essentially pins placed on a digital map that, when a transponder enters the specified area, will send notifications to document where the equipment is. During the pilot project, there were several geozones: • A static geozone around the HMA plant site • A tighter sub-geozone was established around the scale to zero in on the load-out times

Repeat job provides comparison data and $60,000 to the bottom line When the management of Gallagher Asphalt made the decision to purchase Fleetwatcher, they expected immediate results. So when a “repeat” paving job was kicked off, management knew this would be an opportunity for a good comparison.

“Each year a village near Chicago paves several roads, typically taking 5 to 6 weeks to complete,” says Justin Jonkman, general manager with Gallagher Asphalt. “We did this job in 2014 and were doing what was essentially the same job in 2015 — same number of streets, same mix, same distance, same bid. The only difference was having Fleetwatcher installed.”

The result? In 2014, Gallagher Asphalt finished the job $60,000 over budget on trucking costs. In 2015, the company finished $500 under budget.

“Fleetwatcher’s Material Delivery Solution allowed us to identify inefficiencies and make changes,” says Jonkman. “In real-time, we were able to see when drivers were taking longer routes to the job or driving in clusters, thus producing bottlenecks at the plant or paver and extending cycle times. This tends to drive up the number of trucks we need to complete the job. By modifying their behavior, however, we reduced the number of trucks required to deliver the same amount of asphalt.”

For more information, visit Earthwave Technologies at earthwavetech.com.

Fleetwatcher uses GPS to track the location of trucks and displays information regarding load cycle times at the plant, on the job and travel times between.

March/April 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

ACON0316_36-41_PavingEConstruction_JL.indd 37

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PAVING INNOVATIONS

Tracking Truck Cycles

verify that the certified product was delivered and incorporated into the project.

Fleetwatcher gives While there are side benefits to contractors the ability DOTs, these reports and dashboards to streamline reports benefit contractors in many ways, says and share select Larry Baker, vice president with Earthinformation with the wave Technologies.

DOT. Reports like “Contractors can easily visit a website driver behavior and and setup a project using a map with equipment usage can boundaries,” he says. “They can track be extremely valuable truck movements using a dashboard and to have, but may not generate reports. Data can be exported need to be shared to a spreadsheet file for further analysis. with all parties.

The primary benefit is the reduction in large amounts of paper and quick data when entering the scale, leaving the analysis.” plant, entering the project, backing up to Contractors need not worry about dead the paver and finally leaving the project and zones, says Baker. “Satellites triangulate the returning to the plant. location and the Verizon network is used for The telematics system also updated and communication,” he says. “The system stores recorded an electronic trail every minute all packets received, so if there is a dead zone, throughout the day with real-time dashboards the system catches up when coverage is back.” and graphical reports to help the Iowa DOT Baker says this type of system also has the

• A static geozone was set up around the project’s perimeter • A mobile geozone with a 20-foot radius was placed around the pavers

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ability to enhance the contractor/subcontractor relationship. “If a contractor is paying by time increment instead of quantity, it could alleviate any issues with full payment for downtime, such as refueling time,” he says.

“By using this e-construction tool, the benefits of reducing one truck per day or a 10-hour shift can save as much as $1,000 a day.”

In the pilot project, the plant needed consistent internet service, but the paver did not need a connection at all times. “If a device can access the internet, it can be incorporated into the system,” says Baker.

Rooney with Manatts said the greatest benefit he saw during the Highway 69 project was the ability to track trucks through the system and average cycle times quickly.

“We were able to make sure trucks are where they’re supposed to be,” he says. “We were also able to determine if there were too many or too few trucks.”

He said one downside to using the technology was needing someone at the plant to ensure third-party trucks had the

Geozones can be set up to notify the software when a transponder on a vehicle enters or exits a specific point. This helps determine when the trucks will arrive on site and if they go off route.

transponders installed.

“Installation was very simple in the trucks, just plug and go,” he says. “But I had to spend 20 to 30 minutes each morning to make sure each truck was outfitted with the technology.”

Rooney said he liked that contractors could streamline reports and share select information with the DOT. “We could generate a report and share the information the DOT wanted with them electronically,” he explains. Some information that exists in the system is oriented toward driver behavior

and equipment usage, that is useful for the contractor was not selected to be shared in the DOT report.

The future of e-construction in Iowa Mulder and Rooney felt the Highway 69 e-construction pilot project was a success.

“To be completely successful with a paperless ticketing system, scale integration is needed with the Fleetwatcher system,” says

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March/April 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

ACON0316_36-41_PavingEConstruction_JL.indd 39

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PAVING INNOVATIONS

Mulder. “Scale integration would allow for electronic verification of the product and tonnage to be included with the product location verification tool.”

Mulder says the Iowa DOT is planning to conduct additional pilot projects in 2016 that combine the electronic location data and reports from the initial pilot project with a new data element, electronic ticketing.

Earthwave is currently working on and successfully testing an integration of electronic scales report-out systems with the GPS tracking reports to give contractors a daily summary report of the tonnage and certified materials types along with the GPS tracking as a part of their materials delivery solution.

“If everything goes as planned, our

inspectors will be able to see when a truck is on the way with a mobile app in the field and be able to access electronic ticket numbers with the tonnage and certified material type electronically captured,” he says. “The inspector should be able to integrate that data into daily reports without having to collect each ticket manually or key into a contractor pay software.”

Mulder says electronic ticketing can have a major impact on the safety and efficiency at a jobsite. And while there’s a long way to go to see paperless load tickets at every jobsite, he says this year’s pilot projects can answer a lot of outstanding questions about how electronic ticketing will work.

“We still need to work out the audit

Highway 69 (above) was the first of several pilot projects the Iowa DOT plans to conduct with that will have a focus on electronic scale reports and even a mobile app for drivers.

process, and for the next pilot project, each driver will still carry a paper ticket for verification purposes,” he says. “But we’re looking forward to exploring electronic ticketing with scales integration to bring the next logical step in the e-construction process to fruition. If these next pilot projects are successful, we’ll likely start including paperless ticketing as a contract requirement in the near future.”

40 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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PAVING INNOVATIONS

Interstate Rehab Project Earns Contractor

Bonus & Award

Peavy and Son Construction had 120 days to complete full-depth milling and paving on Florida’s highly travelled I-10 between Tallahassee and Monticello

M

emories of the birth of I-10 in Florida are likely developing a sepia tinge to them, since it had been in planning for some time before actual work began.

There were no completed sections of I-10 until 1961 when the approximately 37-mile Sanderson to Jacksonville stretch was first finished. In the years since, section by section have been constructed, culminating in the complete stretch of I-10 in Florida that spans the top of the state 362-miles from the

western reaches of the panhandle to downtown Jacksonville, where it is punctuated with an “End I-10” sign.

The interstate stretches west well beyond the Florida border making I-10 one of three coast-to-coast interstates, along with I-80 and I-90. In 2015, the Florida Department of Transportation (FDOT) ordered the complete rehab of an eight-mile section of I-10 falling between Tallahassee and Monticello, FL. The traffic load has steadily increased over the years.

“We won the bid and were responsible

for full-depth milling and paving,” says Ensworth Blyden, estimator/project manager with Peavy and Son Construction Co., Havana, FL. “The road was in pretty bad shape since it had last been worked on a good 12 to 15 years ago.”

Established in 1963, Peavy and Son Construction has 100-plus employees, annual revenues of approximately $20 million and specializes in site prep excavation and grading, milling and asphalt paving. The contractor assigned a crew of five to work on the I-10 project.

In 2015, FDOT awarded the complete rehab of an eight-mile section of I-10 falling between Tallahassee and Monticello, FL, to Peavy and Son Construction Co.

42 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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PAVING INNOVATIONS The finished road received an average IRI score of 32, which is well below the max rating of 48 assigned by the state. The quality of the road earned a 3% bonus plus additional incentive pay.

Correcting irregularities Peavy and Son Construction had a 120-day deadline to complete the project. In addition to the poor road condition, the contractor had the challenge of working on a well-traveled road with hills, curves and elevations.

“We also discovered before we started milling that the road had irregularities in its width of as much as six inches,” Blyden says.

“The previous contractor kept it tight on the inside road edge but the outside shoulder edge wandered.”

Blyden checked with FDOT to see if they should follow the existing road irregularities or correct it and provide a consistent finished edge. FDOT opted for the corrected road width.

Peavy and Son Construction used its highway-class Roadtec RX-900e cold planer to mill a full 3 ¼-in. depth. The company owns two other smaller milling machines but as Blyden remarked: “The RX-900e, with its 950-hp engine and heavy-duty construction, was the logical choice for tackling the rough surface and width irregularities.”

A total of 189,000 square yards of milled material was trucked out with most being converted to reclaimed asphalt pavement (RAP).

Choosing the right mix Three lifts of hot mix asphalt (HMA) were placed using a Roadtec RP-190e rubber-tired paver designed for highway work. The paver is equipped with a Carlson EZIV front-mount screed and a MOBA-Matic II grade and slope control system, which adjusts the height and slope of the paver screed and adjusts the paving output of the machine to prevent paving too little or too much material, thus increasing the paving quality and planarity.

Two lifts of structural asphalt were placed with a finishing friction course on top. The first structural asphalt course was 5,000 tons

of Traffic Level B HMA with no polymers.

Then, 28,000 tons of Traffic Level D HMA with polymers was placed. A final 8,000 tons of FC-5 open-graded friction course HMA provided the final traffic surface.

HMA traffic levels are graded A through E based on the design life of the pavement where Level A equals low traffic and Level E equals high traffic. The grading is based on the rate of pavement deterioration from the estimated number of 18,000 lb. (18 kip) equivalent single-axle loads (ESALs). For any time period, ESALs on the most heavily traveled lane of the road are estimated using: • Total traffic for a time period • Percentages of single unit trucks and combination trucks on the road • An 18-kip equivalent load factor • A lane-load adjustment factor Choosing the right HMA is designed to ensure the longest life of a road before maintenance is required.

“At each step, we had the equipment and crew to give us maximum control for the best results,” Blyden says. “Plus, we use a MTV (material transfer vehicle) to ensure that our paver is receiving HMA that is thoroughly mixed and at the right temperature.”

Peavy and Son Construction has its own Astec HMA production plant, which is located approximately 20 miles from the jobsite. The company relied on its Roadtec MTV-1000 which is designed for transferring while reblending paving material to allow for continuous in-line paving.

“We finished the I-10 rehab project before the 120-day deadline and are very happy with the results,” Blyden says. “FDOT conducted laser profile measurements and the road’s smoothness and rideability were dead on.”

Quality counts In terms of quality of smoothness, the finished road received an average IRI (International Roughness Index) score of 32, which is well below the max rating of 48 assigned by the state. The quality of the road earned a 3% bonus plus additional incentive pay.

The contractor and its FDOT inspector weren’t the only ones pleased with the quality of the completed road. The road won a prestigious award.

The Peavy and Son Construction I-10 work received FDOT’s “Smoothest Pavement of the Year Award” in the Limited Access Roadway category for 2014. Annually FDOT considers all the roadwork completed in the entire state for the year and awards a winner and a runner up based on finished quality for two categories of roads, Primary Roadway and Limited Access Roadway.

“We’re very happy to win the 2015 FDOT Smoothest Pavement of the Year Award for projects completed in 2014 — it’s nice to be recognized,” Blyden says. “I’m proud of our crew. The road is not only a comfortable ride; it’s a gorgeous piece of workmanship.”

Peavy and Son Construction had a 120-day deadline to complete the project. In addition to the poor road condition, the contractor had the challenge of working on a welltraveled road with hills, curves and elevations.

46 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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March/April 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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50 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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SPECIAL REPORT NAPA AWARDS

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ach year, the National Asphalt Pavement Association (NAPA) offers the Larry H. Lemon Quality in Construction awards to contractors who have constructed the top general pavements in 2015. This award is named after the retired Larry H. Lemon who served on the Awards Committee for 18 years and was instrumental in assuring that NAPA’s awards utilized qualitative data to determine winners. Asphalt Contractor is the proud sponsor of these awards. Congratulations to this year’s winners!

Amy Schwan dt, Asphalt Contractor Publisher presents the 2015 awards

S.T. Wooten Corporation of Wilson, NC, won for the milling and overlay US 117 and US 74 in New Hanover County. S. T. Wooten paved at night, working under heavy traffic, to produce a high-quality asphalt pavement that met all mix, density and smoothness specifications.

The Shelly Company, an Oldcastle Materials Company in Thornville, OH, won for Country Road 1 in Meigs County, known for its winding roads and hillsides. It took just shy of 40,000 tons of asphalt to overlay two courses on the 30.73-mile project, said Larry Shively, vice president of quality control. It took three months to complete the work, with the only milled portions taking place at the butt joints and bridge approaches.

Preferred Materials, an Oldcastle Materials Company in Fort Myers, FL, is recognized for various roads in Sarasota. The county was building a new park/boat ramp on Blackburn Point Road and had grand opening festivities in the works. But streets of the residential neighborhoods surrounding the new Blackburn Point Park were in great need of repair.

52 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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The Brannan Sand & Gravel Company of Denver, CO, earned the award for Interstate 25 in Denver. The 1-mile overlay work by Brannan was part of a larger overall project by the main contractor, Hamon Infrastructure, to have the highway milled, paved and striped over the course of one weekend. Precise scheduling and efficient work were key components in making this project successful for the weekend lane closures.

Diamond B Construction in Amite, LA, won for Louisiana 1064 in Hammond. The company rehabilitated the road by milling it, treating the base with soil cement, and then placing two lifts of asphalt.

Garrett Paving Company of Athens, GA, won for Sonlight Baptist Church Parking Lot in Colbert. The aging lot required patching and overlay, but with the church’s budget restraints, Garrett Paving had to control costs while providing the very best quality workmanship.

With the help of suppliers and subcontractors, the company produced a smooth parking lot.

Norris Asphalt Paving Company located in Ottumwa, IA, earned the award for County Road T61 in Appanoose County. The existing road was in poor condition, so the company worked with the county and used a granular interlayer to help retard the reflective cracking. Consistency in quality control and production of the asphalt mixes helped produce a smooth, high-quality asphalt pavement.

Mountain States Constructors in Albuquerque, NM, is recognized for their construction of Interstate 40 Interchange, which consisted of the reconstruction of the road, including 35 lane miles and 10 ramps and carries 43% heavy commercial traffic. With only 150 days allowed for completion, Mountain State Constructions detoured motorists to the opposite side of the main road to control traffic in both directions during construction.

Barrett Paving Materials in Franklin, OH, earned a Larry H. Lemon Award for Interstate 75 in Piqua. This was a fast-paced mill and fill overlay on approximately five miles of a busy stretch of interstate highway.

Working at night, Barrett Paving Materials crews produced a high-quality asphalt pavement that looks good and provides a smooth ride for area motorists.

The Shelly Company, an Oldcastle Materials Company in Thornville, OH earned a second award for State Route 183 in Waynesburg. The company milled 1.5 inches from the 3.5-mile-long project roadway, repaired the pavement then placed a one-course overlay. The Shelly Company incorporated 20% reclaimed asphalt pavement in the asphalt mix.

March/April 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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PAVEMENT PRESERVATION

Asphalt Emulsions Provide Cohesion, Improve

Aged Binder

54 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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On the Monroe County, MI, full depth reclamation, engineered asphalt emulsion is injected into reclaimed materials as they are mixed.

Photo Credit: Asphalt Materials Inc.

Full-depth reclamation with asphalt emulsions creates an ideal treatment for thin bituminous pavements needing upgrading or rehab

By Tom Kuennen, Contributing Editor

F

or failed pavements, full-depth reclamation (FDR) reclaims and treats an entire road structure – including underlying materials – to produce a stabilized base course ready for overlay.

With FDR, an asphalt pavement is pulverized, mixed with a stabilizing agent, shaped or graded, compacted and topped by an optional thin surface or wearing course. This results in a cost-effective, new pavement structure

mostly built with recycled materials.

Pavements with failed Portland cement concrete driving surfaces also may be fulldepth reclaimed, after the concrete slabs are removed and themselves crushed into recycled concrete aggregate (RCA).

Environmentally sustainable FDR saves money when dealing with pavements that have exhausted their design lives, or are at the limit of life extension via pavement preservation techniques. At this stage FDR is a powerful option because: • Most pavement distresses can be cured with FDR and ride quality is improved.

• Hauling costs and the exhaust and dust environmental problems of continuous truck hauls are minimized, as most of the recycled mix consists of existing material • Significant structural improvements can be made, especially in base layers, and • Demolition material disposal problems are avoided entirely and tipping fees avoided, while landfill capacity is conserved.

“Full-depth reclamation is a cost-effective technique for correcting deficiencies, reclaiming distressed pavements and providing structurally sound bases for existing roads,” says the Asphalt Emulsion Manufacturers Association (AEMA). “Structure is rebuilt down into the pavement during the process.”

for stabilization of recycled materials in FDR, when right for the application.

FDR with asphalt emulsions constitutes an ideal treatment for thin bituminous pavements needing upgrading or rehabilitation.

The candidate may have high severity distresses such as ruts, cracks, potholes and base problems. Depending upon the severity of the base distress, base corrections may need to be made or base rock added, AEMA says.

Following laboratory testing of materials from the road, an emulsion mix design is executed. Based on that design, a reclaimer/ stabilizer pulverizes the existing pavement and its base uniformly four to 10 inches deep, and mixes the asphalt emulsion in. The stabilized material is compacted with a padfoot compactor to work out the moisture. The road is then bladed to level the surface and compacted in preparation for a new surface.

The base should be strong enough to support the equipment. The road should have good drainage, or provision made for correcting the drainage. Full depth reclamation is also a good choice for strengthening shoulders.

“In my former role as a contractor, about 25% of the FDR work we did involved injection of asphalt emulsions to stabilize a base,” says Mike Buckingham, principal

Emulsions for FDR

FDR with asphalt emulsions elminates danger of corrosive cement, fly ash or lime fugitive dust escapting work zone.

While stabilizing agents are specified according to specific field conditions, asphalt emulsions are emerging as the value-added material

Photo Credit: Wirtgen America Inc.

March/April 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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PAVEMENT PRESERVATION with Buckingham Consulting in South Carolina. “These emulsions are an alternative to chemical additives like lime, cement and fly ash. Asphalt emulsions constitute one of the choices that a buyer agency has for a stabilizing agent.”

Despite being a value-added manufactured product, asphalt emulsions don’t represent a more expensive quantity than the commodity-priced bulk lime or cement, he said. “Emulsions are not necessarily more expensive,” Buckingham says. “It depends on the makeup of what you are trying to stabilize, and what will build strength better to the level you are trying to achieve. If you are doing dirt or sand products, you might be more apt to use a dry stabilizer with water, rather than emulsion.

“Otherwise we might use emulsion by itself, or in combination with the other products,” Buckingham added. “Emulsiontreated FDR may be cheaper than dry chemical reclamation when considering the entire structure — reclaimed base plus overlay — as emulsion-treated bases have a higher structural value.”

Asphalt emulsions do more Unlike other chemical stabilizing agents, asphalt emulsions do more than just stabilize; they improve cohesive strength of the recycled pavement material while refreshing the residual asphalt present in reclaimed materials.

Thus emulsions used in FDR can add structural value to a pavement.

“Asphalt emulsion helps to increase cohesion and load bearing capacity of the mix,” according to 2015’s Design and Construction Guidelines for Full Depth Reclamation of Asphalt Pavement, issued by the New York

In advance of FDR, cores reveal the nature of the base beneath the pavement, which will determine the appropriate stabilizing agent.

Photo Credit: Texas DOT

State DOT (NYSDOT) in August 2015. “It also helps in rejuvenating and softening the aged binder in the existing asphalt material.”

A construction advantage of using emulsion, is that emulsions are low in viscosity and very suitable for application through an on-board liquid additive system in the recycling equipment. The onboard metering system provides much greater control over the amount of asphalt emulsion placed than would be possible with distribution of dry, corrosive chemical agents like cement or fly ash.

“After the blending of the subbase material and emulsified asphalt, the emulsion ‘breaks’ and water separates out from the asphalt cement,” NYS DOT says. “This water is forced out of the subbase during compaction or will evaporate out during curing period. The resulting residual asphalt cement has high viscosity and, therefore, helps in improving the cohesion of the subbase material.”

Detail of Monroe County 151 base recycled with engineered asphalt emulsion and RAP as ‘add rock.’

Photo Credit: Asphalt Materials Inc.

Likewise, the National Cooperative Highway Research Program (NCHRP) Synthesis 421: Recycling and Reclamation of Asphalt Pavements Using In-Place Methods (2011), says asphalt emulsions improve the strength and moisture resistance of the base material, soften the aged asphalt binder in the RAP, and reduce shrinkage cracking seen with cement and lime stabilizers.

“When the emulsion breaks,” NCHRP 421 says, “the asphalt droplets join, and the water separates from the asphalt. Compaction helps force the water out of the stabilized base, but sufficient time for the moisture content to drop below about 1.0% is still needed for all of the moisture to evaporate before the placement of the next lift.”

Emulsion stabilization An asphalt emulsion for FDR — or any other application — is a homogeneous mixture of two insoluble substances, oil and water. In it particles of liquid asphalt (the dispersed phase) are surrounded by molecules of water (the continuous phase).

Asphalt emulsions are produced by dispersing tiny globules of asphalt cement into water treated with a small quantity of emulsifying agent. The dispersion takes place in a powerful blender, called a colloid mill, where spinning blades break or shear the liquid asphalt into suspended microscopic particles. The water, or soap solution, is immediately introduced to form the emulsion.

The emulsifier — an engineered surfactant (detergent) or surface-active agent — maintains the microscopic asphalt droplets in a stable suspension, keeping them from

56 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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PAVEMENT PRESERVATION

recombining. The amount and type of surfactant used, along with other variables, controls properties of the emulsion critical to performance in the field application.

Historically, bituminous FDR stabilization has been done with either asphalt emulsions or “cutback” asphalts.

Cutback asphalt is “neat” liquid asphalt to which a petroleum distillate — like kerosene or diesel — has been added to reduce its viscosity. Cutbacks served well for decades, but their use has been greatly curtailed in recent years due to their release of volatile organic compounds (VOCs) to the atmosphere, which has been restricted by environmental regulations.

Instead, the market has moved to asphalt emulsions. The emulsions are generally mixing grades of anionic (negatively charged) slow-setting; cationic (positively charged) slow-setting; or high-float emulsions containing petroleum distillate, and possessing extended workability.

An “alphabet soup” of letters designates the types of asphalt emulsions that are available, but this needs not be confusing, as the letters correspond to the attributes of the emulsion.

Cationic emulsions begin with a “C.” If there is no C, the emulsion is usually anionic.

Emulsified asphalts come in rapid-, medium-, and slow-setting grades for different applications. Rapid-, medium-, and slow-setting grades are developed through the use of different emulsifying agents and the addition of some solvents. Still, their asphalt droplets

particles will be either anionic or cationic.

Rapid-setting emulsions are used mostly for chip sealing, while the medium- and slow-setting grades are used for recycling, fog seals, or bond coats placed in advance of asphalt lifts.

After the charge designation, the next set of letters describes how quickly an emulsion will set or coalesce to a continuous asphalt mass. The standard terms are RS (Rapid Set), MS (Medium Set), SS (Slow Set), and QS (Quick Set).

An HF that precedes the setting time designation indicates a high float emulsion. Polymer modified HF emulsions are made with a special family of emulsifying agents that leaves a gel structure behind in the asphalt residue, and carry the designator P. RS emulsions break rapidly and have little or no ability to mix with an aggregate. MS emulsions are designed to mix with aggregates, and are often called mixing grade emulsions, the Asphalt Institute says. MS emulsions are used in FDR, cold recycling, cold and warm dense-graded aggregate mixes, patch mixes and other mixes.

Asphalt binders used in recycling processes can be typical paving-grade asphalts or emulsions, such as CSS-1, CSS-1h, and CSS-1hP, CMS-2S, HFMS-2, HFMS-2S, HF-150, HF300P, and proprietary solventless emulsions.

Recycler/reclaimers today Road reclaiming full-depth is eased by a new generation of soil stabilizing machines/asphalt pavement recyclers that is revolutionizing base

Asphalt emulsions are produced by dispersing tiny globules of asphalt cement into water treated with a small quantity of emulsifying agent.

Photo Credit: AkzoNobel

stabilization in the United States.

These new machines incorporate an increase in size and horsepower, which has improved productivity and permitted greater depths of treatment. They also incorporate high-tech systems for controlling liquid additives and water. They can be used for soil stabilization and pavement recycling, and are a far from the old equipment, which could seldom cut as deep as 6 in. Today’s recyclers/ reclaimers will cut and mix emulsion or other materials as deep as 20 in. in one pass.

There is no special trick to constructing durable, stable road bases, experts say. The key is to design the base, predicated on existing materials and soils, anticipated traffic counts and loads, and final pavement, and then stick to it.

There are three separate layers beneath a pavement: the base course (just beneath the pavement); the subbase, which is structural section material between the basement soil and the base course; and the basement soil itself.

A roadway’s base and subbase are structural elements of a pavement. Along with the top riding course or level, they spread wheel loads out over an area of the subgrade or soil bed.

A pavement’s base is the support layer right

58 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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PAVEMENT PRESERVATION beneath the trafficked course, and always is of greater strength than the underlying soil layer.

The wheel load pressure is always a lot less than the pressure at the surface, and is distributed as an inverted bell curve.

The area of load transfer, and the constant distribution of pressure across the subbase and subgrade, depends on the type and shape of granular materials or aggregate, including size, grading, angularity and compression resistance, and whether it is bound or unbound. A high compaction density improves aggregate interlock and load transfer.

Bituminous stabilizing agents such as asphalt emulsions improve load bearing capacity.

Specifications for FDR In its recent technical report, Developing Standards and Specifications for Full Depth Pavement Reclamation, the Pennsylvania DOT (PennDOT) observes other states’ successes with asphalt emulsions for FDR. Illinois local road agencies have successfully used asphalt emulsions in their FDR mixture design procedures, PennDOT notes. “The quality of construction is achieved through controlling the asphalt emulsion properties, moisture content before emulsion, maximum material size, emulsion content, compaction density, and reclaiming depth,” PennDOT says.

PennDOT FDR specs state that FDR of an existing flexible pavement or unpaved road surface includes pulverization of existing pavement layers, and incorporation of additional materials using reclamation techniques and compaction as specified, in-place.

For PennDOT, the FDR maximum particle size must not exceed 2 in. in its greatest dimension, with 95% passing the 50 mm (2-inch) sieve. According to the mix design, bituminous material is added to the reclaimed material, including CMS-2, SS-1h, CSS-1h, or polymer modified grades of these “The addition of bituminous stabilizing materials to the pulverized layer can increase the stiffness of the layer, and improve resistance to water related damage,” PennDOT says. “Since bituminous-stabilized FDR is more flexible than other forms of FDR, this product could, depending upon the design details, provide improved fatigue resistance to loading as compared with others.

“Most emulsified asphalt used in stabilization consists of approximately 60% to 65% residual bitumen,” PennsDOT adds. “When the water dissipates the emulsion is said to have broken, at which point the residual asphalt particles revert to a continuous film which coats the reclaimed material particles.”

Emulsion FDR in Michigan A recent use of asphalt emulsion in FDR was in Monroe County Road 151 in Michigan.

Following demolition and off-site recycling of a failed concrete pavement, a critical element of the project was the in-place recycling of existing base to a depth of 8-in., with a 6-in. depth of minus 2-in. reclaimed asphalt pavement (RAP) added, placed by an asphalt paver.

The RAP and base were mixed in place by a Wirtgen WR 2500 recycler, which injected an engineered recycling asphalt emulsion into the mixing chamber of the recycler.

The emulsion was engineered to provide mixing time, permitting the contractor time to grade, shape and begin compaction.

Depending on the weather, he would have 60 to 90 minutes before it becomes difficult to move. Then, when mixing is done, the emulsion was designed to release the water from the pavement.

This particular emulsion was designed

by Asphalt Materials, Inc., expressly for recycling work, and was much different from conventional emulsions used for chip seals or other surface treatments. The firm created the emulsion for use with the materials in the road base, obtained by coring.

Coring went right through the existing concrete down to the aggregate base, as the designers needed to determine how thick that base was, its composition, and whether it was a good enough quality material to incorporate into the recycling process. The emulsion was designed to work with the composition and gradation of those existing materials, plus the RAP, quickly resulting in the enhanced cohesion and stability needed to get traffic back on the road.

Following creation of the stabilized base, the contractor created a crown in the stabilized base course by motor grader, and the graded base was compacted to refusal by a padfoot roller, using a front-mounted dozer blade to smooth the surface when moving in reverse. That dimpled surface was smoothed by use of a tandem asphalt roller to create a usable driving surface for local residents and businesses. Finally, a 3.5-in. virgin asphalt overlay was placed in two lifts as the surface course.

FDR with asphalt emulsion is ideal is for rural applications.

Photo Credit: Ergon Asphalt & Emulsions Inc.

60 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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PAVEMENT PRESERVATION

Mills Match

Momentum

Equipment selection is key to efficient, productive jobsites

A

major asphalt milling contractor in New England is using its fleet of highperformance cold mills to serve customers and power market momentum.

Since 1945, Costello Industries Inc., Newington, CT, has been rebuilding and rehabilitating highways, roads and bridges. Its mission of providing quality products, methods and services in a cost-effective manner has been unchanged through three generations “We focus on safety, quality and productivity,” says Todd Nedzweckas, general superintendent/operations manager for Costello. “We are big-time geared up toward milling, although we do provide other services like street, highway and bridge repairs and maintenance.”

In 2015, Costello acquired three new W 220 cold mills with 8-ft. drums from Wirtgen

America. But Costello is a long-time user of Wirtgen mills. In addition to its new W 220s, Costello owns four W 2100 mills with 7-ft.

3-in. drums, four W 50s, one W 50 DC, and two W 500s, all of which it puts to use serving customers throughout New England and sometimes well beyond its Newington headquarters.

Costello owns no other brands.

“I feel they are the best out there,” says Jim Cook, equipment manager for Costello. “As far as building the equipment, compared to competitors, you can tell that every part or item on the machine has been touched or looked at by someone before it gets to you. When the machine arrives, all the bolts have been torqued. All the parts have been painted before they are assembled. They are well-thought-out and put together.”

The internal parts are also well-organized for the end user, he added. “The electrical and hydraulic systems are well-marked,” Cook says. “That’s of great use when you’re trying to diagnose a problem. You can go right to the wiring schematic, and each wire is on there, numbered. With other machines you will see hoses and wires painted, which makes it harder to diagnose a problem.”

“When I first started in this industry,

I worked on all of the milling machines,” Nedzweckas says. “When you opened up those cabinets, everything could be overwhelming. But after I went to the Wirtgen school, everything looked user-friendly.”

Maintaining mills The W 500s have over 5,000 hours on them.

“Keeping them running is a matter of regular maintenance,” Cook says. “As long as you are changing all the fluids, keeping track of wear items, and doing regular maintenance — or don’t burn out any pumps or motors — they will work for you.”

62 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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To keep milling equipment running on the job day or night requires educating the operators as to the proper techniques and day-to-day maintenance out in the field.

“Keeping them running is also a matter of educating the operators as to the proper techniques and day-to-day maintenance out in the field,” Nedzweckas adds. Daily maintenance will include removal of stones or greasing.

“And if anything is broken, Jim and his staff will take care of it,” he says.

An equipment maintenance management program helps prolong uptime. “We keep track of all hours, whatever maintenance is done, and we generate scheduled work orders for 250-, 500-, 750- and 1,000-hour intervals,” Cook says. “We do it for all our equipment, and maintenance is done in-house.”

Participation in Wirtgen America training courses also helps Costello’s staff keep equipment working. “We’ve been through the electronics course and the hydraulics course,” Cook says. “We’ve sent people from top staff down to operators, then we train each other.”

Costello’s equipment distributor, W.I.

Costello’s staff finds them easy to use.

“They are definitely user-friendly,” Cook says. “If you have a breakdown or if something else goes wrong, the machine pretty much tells you where to look, and how to diagnose it. It will even ask a series of questions to help pinpoint the problem, so you are back up and running a lot faster.”

Maintenance aside, the new generation of

big mills offers an operator-friendly working environment, Cook adds. “The W 220 has a lower idle, and three different drum speeds,” he says. “It’s a lot quieter up top. Larger hydraulic systems get more power out of the machine.”

“They really kept the operators in mind,” Nedzweckas says. “The noise level is much lower, and the Vacuum Cutting System sucking away all the harmful odors and fines

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Clark & Co., also plays a big role in keeping Costello’s mills moving. “They are there for service for other things that may happen, and if we are overbooked we will send work to them,” Cook says. “They definitely play a role in the upkeep of the machines.”

Next generation mills Because they are familiar with several generations of Wirtgen mills, Costello’s staff has experienced the big changes that the machines have undergone as the years unfold. And while the operator platforms of the newest models such as the W 220 may seem more complex with computer displays, video screens and lights,

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PAVEMENT PRESERVATION definitely helps the operators a lot.”

The W 220’s “wasp-waist” design also helps the operator. “The operator can see the front of the drum better,” Cook says. “The hydraulic depth scanners in front of the drum indicate the level of the drum, the inside ski, the hydraulic cylinder mount, all help.”

The ergonomics are designed for the operator as well, Cook says. “The way the control panels and seats swivel out definitely are designed for operator comfort,” he says.

“When you are on the machine for 14 hours a day, that makes a big difference.”

“The lights can make the mill look like a UFO, but a lot of our work is done at night, and the instrument displays and lighting systems are excellent,” Nedzweckas. “You can see all your instruments, and everything is lit up around the whole machine.”

Safety features On the operator’s display, Costello’s complement of video cameras give the operator a view of the W 220 in operation.

Costello’s new units offer operatorfriendly work spaces featuring computer displays, video screens and lights, all designed to keep those operating the equipment and on the jobsite safe.

“We have the cameras show the end of the conveyor, and the rear of the machine for back up,” Cook says. “It makes a huge difference for the operator in productivity and safety. The operator has more control over the load, as he can see exactly what’s going into the dump truck. Sometimes you are going around a corner, and can’t really see where the conveyor

is and where the material is going. With the camera you can see the back of the truck perfectly. And for backing up, those machines are high in the air, and you can’t see someone walking behind, so you have to rely on the ground man to stop you. With the camera you can see cars, people, anything that’s behind you.”

“That camera eliminates a major blind spot,” Nedzweckas says. “As an operator you can see down the right side and left side, but you could never see directly behind you.”

Costello Industries has been serving milling markets in the northeast since the 1970s. With over 100 years of combined milling experience among its management team, Costello Industries has a knack for getting it right.

“We take a lot of pride in the quality of the services we provide,” says John Costello, president, “and whom we choose to help us — equipment manufacturer, equipment dealer, lender, subcontractors and other vendors — has a major impact on the level of our success.”

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5300 ASPHALT PAVER

Strong worldwide dealer network and industry-leading parts availability.

All major components from industry leading suppliers to support reliability in the field.

Over 50 years industry experience and US market-leader for four decades.

VT LeeBoy equipment built in the USA. Search: 10075155

www.LeeBoy.com | 500 Lincoln County Parkway Ext, Lincolnton, NC 28092 | 704.966.3300 ACON0316_66-69_PresProducts_JL.indd 67

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PAVEMENT PRESERVATION Cimline DuraPatcher ECO

Live Bottom Trailers BOMAG BM1300/30-2 Milling Machine

Heavy Duty Trailers

Crude Oil Transports

The BM1300/30-2 cold planer milling machine features a centrally mounted cutting drum that eliminates the need to move right rear track away from the cut line, providing improved overall balance.

• Suited for general surface milling and shoulder repair applications • Standard cutting width of 51.2 in. and milling depths up to 12.6 in.

• 275-hp Caterpillar diesel engine offers a high horsepower-per-cuttingtooth delivery ratio for maximum productivity and efficiency • User-friendly controls enable easy operation via the operator’s station or from ground level with remotemount controls • Quick-change cutting teeth and holders provide fast, on-site maintenance Search: 10296758

The DuraPatcher ECO trailer-mounted spray injection pothole patcher uses a high-volume, low-pressure air stream to transport aggregate/emulsion mix with sufficient force to compact material and provide a permanent patch.

• Tier 4 diesel engine/blower package enclosed for security and safety • 18% better fuel economy • Low-profile design provides better visibility

• Standard features include a heated 250-gal. emulsion tank, ergonomic boom to carry the delivery hose and spray injection nozzle • Vent-Flo nozzle properly coats the aggregate with optimum emulsion Search: 12015097

Roadtec RX-600e/ex

ChipSpreaders

Asphalt Distributors

E. D. Etnyre & Co.

www.etnyre.com 800-995-2116 email: sales@etnyre.com Search: 10072816

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Roadtec’s RX-600e/ex half-lane cold planer offers three or four tracks.

• The RX-600e is powered by a Cummins QSX 15 Tier 4 final engine with a maximum power of 675 hp (496 kW) @ 1,850 engine • Guardian remote telematics system • Simplified controls • 32-in.-wide conveyor • Variable Cutter System allows unit to cut at widths of 24, 36 and 48 in. without changing the cutter housing • Various drum options allow smooth machine operation in different applications Search: 10913551

Ray-Tech Mini 2-Ton TMV The Total Maintenance Vehicle (TMV) is a combination reclaimer and infrared pavement heater that enables year-round permanent restorations.

• The TMV can reclaim waste asphalt into permanent patch material and hold fresh asphalt at the proper working temperature • 8’ x 6’ pavement heater • Mounted on a Ford 550 chassis Search: 12041231

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Neal ESSP 1500 Skid-Mounted Sealcoating Machine

Heat Activated Asphalt Patch (H.A.A.P.) from Appliquè Technologies Wirtgen Control Technologies for Cold Mills A suite of powerful control technologies is offered on the new W 200, W 210, W 220 and W 250 cold mills.

• Parallel-to-Surface (PTS) technology automatically keeps the cutter housing level as the cold mill moves into a cut, accelerating production • “Smart” WIDRIVE technology, offers new microprocessor-controlled enhancements to machine control systems Search: 10720080

H.A.A.P. is manufactured with virgin DOTapproved asphalt - no millings or old recycled asphalt.

• Contains ballistic fibers for a permanent repair • Contains polyolefin wax that melts when exposed to heat for superior adhesion to old asphalt, greater flexibility, and a waterproof repair • No hot box, large infrared heaters or other equipment needed Search: 12082568

The 1,500 capacity of the ESSP 1500S reduces the time associated with refilling the tank on large projects and the number of trips a contractor needs to make to the sealer manufacturer or distributor.

• Electric super sand pump (ESSP) system features a variable speed control and produces as much as 100 gpm • In-line surge tank that reduces material surging to ensure continuous flow of material for uniform coverage Search: 12026426

Bergkamp MAXX Frictional Mastic Surface Treatment Applicators Bergkamp offers the MAXX line of truck-mounted Frictional Mastic Surface Treatment Applicators, which allow contractors and government agencies to apply premixed frictional mastic surface treatments and premixed slurry seal over highways, roads, parking lots and airport runways.

• Applies a material mix that is made to precise specification, resulting in fewer calculations/adjustments Search: 12164401

WE LOOK AT THINGS FROM WHERE YOU’RE SITTING Our highway class pavers — designed for your comfort, visibility and uptime.

Learn more at World of Asphalt booth 2828 800-732-6762 | www.atlascopco.us

Search: 10072084

March/April 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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PLANT MATTERS

Contractor Crushes the Bottom Line with New

recycling equipment

Ajax Paving Industries invests in a mobile crushing and screening spread and cuts costs, produces a higher quality product, increases the amount of recycle in the mix and eliminates subcontractors 70 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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When Ajax Paving began processing their own recycled asphalt materials, they were able to save 50% on costs and produce a higher quality product.

E

ntering the asphalt recycling market is no easy feat, even for the most experienced producers.

But for Ajax Paving Industries of Florida, LLC, processing its own recycled asphalt materials led to a savings of up to 50%, along with the ability to produce a higher-quality product, increase the amount of recycled product in its mix and eliminate

its dependence on subcontractors.

Since opening its first asphalt plant in Detroit in 1961, Ajax Paving Industries has become an industry leader and the number one asphalt company in southeastern Michigan and Florida’s Gulf Coast. Today, the family-owned company operates seven asphalt plants in Florida, and produces approximately 1.5 million tons of hot mix asphalt.

Recently, Ajax invested in a mobile crushing and screening spread, which allows the company to process reclaimed asphalt pavement (RAP) when and where it needs it, according to Vince Hafeli, vice president of plants and materials for Ajax in Florida.

The company anticipates producing between 500,000 to 600,000 tons of RAP in 2016.

“Processing RAP in Florida is critical,” Hafeli says. “All producers process RAP and all producers need a high quantity of RAP to be competitive and to get work in this state.”

Although Ajax first began considering the idea of investing in a mobile crushing and screening spread to process its own RAP material more than eight years ago, it wasn’t until 2015 that the company took the next step and purchased an FT4250 impact crusher, GT205S screen and 13-3080 80-foot conveyor from KPI-JCI and Astec Mobile Screens, sold through Flagler Construction Equipment.

The FT4250 track-mounted impactor plant is part of the exclusive continuous crushing and tracking impactor family. Featuring an Andreas Series Impact Crusher, the FT4250 delivers up to 25% more production and up to 30% more uptime than competitive models. The GT205S is a track-mounted screening plant that features a low-profile and compact design for easy access to all controls for set-up.

The company uses the FT4250 in an open-circuit configuration along with the GT205S and 13-3080 conveyor. The process starts with the broken-up asphalt pavement entering the impactor, where it is crushed then fed to the screen’s feed hopper. From there, it is screened to a ½-in.- finished product.

Any overs — typically 7% to 10% of the original material — are fed from the middledeck screen back to the impactor, where it is crushed again to make a finished product.

The ½-in. finished product is conveyed and stockpiled to be added to the asphalt plant.

Exceeding expectations Before processing its own RAP material, Ajax relied solely on sub-contractors to crush its material. After careful consideration, the company determined it could crush the same

March/April 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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PLANT MATTERS

The 13-3080 converyor transports the 1/2-in. finished product to a stockpile that’s ready to be added to the asphalt plant materials.

In order to meet the production goals, the crusher had to be capable of processing 200 to 250 tph of RAP.

material for at least the same cost, if not cheaper, than what it was contracting out.

Production was key, as Ajax had to be able to beat the sub-contractors’ production and expense numbers to make the venture work.

Already familiar with the Astec Industries family of companies through its asphalt plants, Hafeli felt confident enough in the company’s products to consider equipment from KPI-JCI and Astec Mobile Screens.

Hafeli worked hand-in-hand with regional sales manager Chris Worley, who spent several years educating him on the benefits and process of creating a RAP product.

“Chris was very thorough in educating me and working through the process, and he wasn’t pushy — he allowed us to make the decision in our own time,” Hafeli says. “It was important to me to buy American, and we think of Astec like family, so it was a natural

fit for us to consider equipment from KPIJCI and Astec Mobile Screens.”

In order for the equipment to meet the company’s production goals, the crusher had to be capable of processing between 200 to 225 tons per hour (tph) of RAP, Hafeli says. Ajax is currently permitted to produce up to 300 tph in Florida. Initially, Ajax anticipated it would be able to process 60% of the material it uses annually, but now the company forecasts it will be able to process upward of 80% because it is able to achieve more production from the equipment than it originally estimated.

“Everything we were told the equipment would do has been exceeded,” Hafeli says.

“There were no shallow promises made. We’re running at an average of 290 tph, and when we’ve experimented, we’ve found we could produce up to 450 tph. So the equipment has

Ajax is able to process upwards of 80% of the materials they use annually with its own crushing & screening equipment.

greatly exceeded what they told us it would be able to do.”

Meeting a production metric was only one factor in the decision-making process, Hafeli says. The equipment had to be highly mobile, as Ajax’s job sites tend to be located in tight, urban spaces. The company also sought a manufacturer that could serve as a singlesource provider for all their equipment needs.

“When we began looking for a trackmounted screen to go with our impact crusher, the GT205S was an easy choice,” Hafeli says. “With other manufacturers that we looked at, we could buy a crusher from them, but the conveyors and screen plants

72 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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Search: 10074806

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PLANT MATTERS didn’t come from them. We wanted a onestop shop, so if we had an issue, there was only one company to deal with.”

Significant savings Once convinced of the equipment’s capabilities, it was time to test it out in the field. While Ajax initially only hoped to break even, which

would allow them to become independent of subcontractors and control the quality and quantity of the material, it soon realized it was achieving a significant cost savings of up to 50% of what it was paying subcontractors.

The company also discovered it was able to increase the amount of RAP used in its mix by an additional 5%, which Hafeli says

Crushing their own materials allowed Ajax to save up to 50% and increase their use of RAP by an additional 5%.

Search: 10074806

adds up to enormous annual savings. The asphalt pavement processed in the Gulf Coast is composed of Florida limestone, Canadian granite and hard limestone imported from various islands. Florida limestone materials tend to be high in fines content, creating additional challenges when processing RAP, Hafeli says. Ajax currently makes a ½-in.minus RAP product that meets Florida Department of Transportation specs.

“By operating our own equipment, we’re able to experiment and do things that we traditionally have not been able to get a subcontractor to do for us,” Hafeli says. “For example, some of the materials that we process

74 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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Purchasing the equipment gave Ajax the ability to experiment with different materials and screens to acheive a better quality of product than a subcontractor.

says. “Before, when independent subcontractors came in, they did their thing, and we took what they gave us and we made it work.

are high in fines content and dust. We’ve been able to experiment with screens and change processes a little bit to allow us to process the RAP differently, which allows us to get a larger quantity of RAP into our mix. So not only is there a cost savings on the processing side, but we’re able to achieve a cost savings on the production side as well.”

Another unforeseen benefit has been the stronger relationships formed between the various production areas within the company, Hafeli says.

“As strange as this sounds, the process of getting into crushing RAP has forced us to up our game, and improve our quality as well,” he

“But now, by owning our own equipment, it has forced our quality control team, our plant foreman of the asphalt plants and the foreman of the crushing operation to work more closely together as a team,” he concludes.

“And that has led to a better product for our customers and a more successful company as a whole.”

Search: 10073374

March/April 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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PLANT MATTERS

How to Optimize Production with a

Spring Check-Up

By Cliff Mansfield

H

ere it is, spring again. Time to ramp up operations, burn a few rocks, sling a little oil and do what we truly love to do — make hot mix.

Northern plants can be finicky sometimes after sitting through the winter without running. Southern plants that run year round don’t have that problem, but they can benefit from the following advice too.

Preventive maintenance is an often overlooked but essential part of any successful paving operation. Downtime is the single most expensive commodity at any asphalt plant. Most people only think of the “lost production” while the plant is down. But in fact, there is a lot more costs associated with a breakdown.

Let’s begin with the trucks. How many trucks are sitting idle in the yard while the plant is down? Two or three? More? They don’t go on lunch, so each of those trucks is costing the company between $75 and $150 per hour. You also have a paving crew on hold. How much does that cost?

Five or more guys, the paver and rollers all

Clif Not f’s es

batch plants, it was obvious that I needed to come up with two separate checklists, one for the drum plants and one for the batch plants.

Over the years I modified my checklists to fit all of the plants we had. And now I’ve decided to share these with readers of Asphalt Contractor magazine.

These checklists can be found on my website at hotplantconsulting.com. Feel free to copy & paste them: sitting idle, but the cost goes on.

And then there is the “ill will” from the customers who are buying mix at your plant that day. We’ve just disrupted their schedules. They usually have choices on where to get their hot mix and we don’t want them even thinking about the competition. So preventive maintenance needs to be one of the main considerations in our plant operations.

Back in the 1970s and 1980s when I was coming up through the ranks, learning the myriad things that would eventually allow me to form C.M. Consulting, I discovered early on that organization is everything. The company I worked for almost my entire career slowly grew to 39 asphalt plants. I learned the “downtime” lesson very early.

First I worked out a scheduled maintenance plan for myself at the plant I was running. Then, as I grew in the company it became very important to develop a organized checklist for my operators to use at all of our plants.

Since the company had both drum and

Drum Plant

hotplantconsulting.com/articlenine. html#howto

Batch Plant

hotplantconsulting.com/articleten. html#howto Please remember, if you have a problem and need some advice, you may either email or call me. All of my contact information is listed below and I will be happy to help. Now and anytime in the future.

Cliff Mansfield is owner of Cliff Mansfield Inc. and operates C.M. Consulting, an asphalt plant repairing, upgrading and operational training company. He is an asphalt plant engineer with 38 years of experience working with various brands and styles of asphalt plants. For more information on this topic, contact Cliff by calling 541-352-7942 or visiting hotplantconsulting.com.

76 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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PLANT MATTERS CEI Asphalt-Rubber Systems CEI Asphalt-Rubber Systems are technologically advanced, easy to use, and meet demanding mix and emissions specs.

• Worldwide parts and service support; CEI will also service, repair or rebuild other brands of AR systems Search: 10082711

ADM Roadbuilder Series Roadbuilder Series asphalt plants, produced by Asphalt Drum Mixers Inc., come in four production sizes: 110, 160, 250 or 350 tph.

• Parallel flow system maximizes heat transfer through the mix with proven flight design that moves moistureladen aggregate in a rotating veiled pattern away from the burner • Fuel-efficient Hauck gap-fired StarJet burner dryer flame is shaped to minimize asphalt cement burn-off, resulting in cleaner emissions than other parallel-flow designs • Plants can be operated by just one plant operator and one loader operator • Stationary and portable Roadbuilder options available Search: 10076827

WHAT IF THERE WAS A BUSINESS SOLUTION FOR YOUR COMPANY THAT PROVIDED YOU WITH THE FOLLOWING:

1

Customer Relationship Management system with 3x tracking ability - Site, Property Manager and Company.

2

Provides estimating/proposal building while tracking historical data and potential for auto-bidding. ‘

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Gives custom client insight to every job proposed or performed, for current and future projects.

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Programmed to send auto reminders for proposals giving you automatic follow-up to increase closing %.

5

Allows you to manage your scheduling and increase productivity while providing clients with unmatched communication and auto reminders for when work is to be performed.

6

Provide direct costing tools and interfaces with I-pads and I-phones for time keeping, labor/ equipment/material costing.

7

Provides you with a unique dashboard for each employees work needs and clearance.

8

Gives you a time keeping piece app for your phones for tracking labor times and locations.

9

Allows you to know your sales and gross profit for every job performed from the prior days’ work.

10

Meeker Hot Oil Heater Meeker’s heavy-duty helical coil thermal fluid heater features a sabre stack heat recovery system.

• PLC heater controls • Off-set expansion tank • High flow centrifugal pump with mechanical seal • Test fired at factory prior to shipping

Provides management reports that allows you to know and control your business and grow top line and bottom line.

We are pleased to inform you that there is just such a business solution that gives your business all the above – It is PROCRU – a business management system that will provide you new insights to your business and give you a dash board for further success.

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C O N TA C T 1 0 2 8 5

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March/April 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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PLANT MATTERS Tarmac International Baghouses Tarmac offers stationary, portable or skid mounted baghouses.

• Up to 40-in. negative pressure drop capable construction • Center section welded to hopper for fast set-up • Clean air duct built into baghouse upper • Enclosed pulse valves Search: 12091862

Systems Equipment Low Aggregate Alarm The Low Aggregate Alarm from Systems Equipment is designed to indicate when aggregate in a feeder bin is below a critical level.

• LED display provides visible “at the feeder” indication for setup of proper trigger angle • Compatible with 10 to 120 volt (AC or DC) excitation at 20 to 100 milliamp loads • Rugged, sealed housing suited for the asphalt industry environment Search: 12129148

AlMix UF Series Drum Mixers The ALmix UF Series Drum Mixers feature an elongated single drum incorporating the latest technology in counterflow drying and mixing.

• 160- to 400-tph capacities • Skid mounted or extreme portability • High RAP percentages • Warm mix capability • Rugged design throughout • Total control automation • New generation burner system Search: 10280200

SEARCH: 10000000 MEAN? Each product and advertisement found in Asphalt Contractor’s pages has a unique 8-digit code that can be entered into the search bar found at the top of www.ForConstructionPros.com/ASPHALT. By searching for the unique number, you will be instantly taken to the specific piece of online content where you can find more images, online exclusive information, related products and videos, and more!

Rhino RWL Wheel Loaders Rhino’s RWL wheel loaders feature repeatable fine modulation for superior bucket control with less spillage.

• Electro-hydraulic implement controls and loadsensing hydraulic system with simultaneous lift and tilt capabilities for better control with less effort • 240-hp Cummins engine • Closed cab with ergonomic seat, air conditioner and radio • Models from 6 to 31 tons; Rhino RTL Loaders available • Bucket Capacity: 4.6 to 8 cu. yds.

• Operational Weight: 41,006 lbs.

• Rated Load: 13,228 lbs.

• Breakout Force: 41,814 lbs.

Search: 12146985

78 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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Level Assist from Superior Industries

Maxam Solo Drum Mixer

Superior Industries offers its new Level Assist option that automatically levels a plant once the machinery is raised to a desired height.

• Once the plant is in its operating location, the operator hydraulically lifts the machinery to a desired height then engages the Level Assist by switching the control panel from manual to auto mode • Designed to reduce labor force required for setup from two or more to one • Available option for new or can be retrofitted to existing portable crushing, screening and washing plants

The Maxam SOLO Drum’s patented technology advances counter-flow technology to a new level of efficiency.

• Separates the control of the exhaust stack temperature from the control of the mix temperature with the MAXAMizer heat Recovery System • Directly heats the RAP without superheating the virgin aggregate and without producing blue smoke with the RAPTOR Recycle System • Support trunnions continuously self-align with the TrooTrac alignment system • Eco-friendly advantage of AQUABlack Solutions warm mix system Search: 10280224

Search: 12157015

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IT’S FAST. EASY. FREE. Visit ForConstructionPros.com/bidguru for details and download link.

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March/April 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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CLASSIFIED ADVERTISING

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Serving the Asphalt Industry for over 40 years 500 Bbl Self-Erect Portable Mineral Filler System Weigh Pod w/ Reverse Weigh; Pneumatic Gate; Load Cells Rotary Vein Feeder, Blower, Pulse Jet Baghouse

E.T. CLANCY COMPANY 219-879-8231 • 800-348-8553 • Fax: 219-874-2261 Email: sales@etclancy.com • www.etclancy.com

80 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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CLASSIFIED ADVERTISING

LIME ADDITIVE Pugmill Systems manufactures top-quality portable and stationary pugmills for lime additives, soil cement, and stabilized base.

100-1500 TPH. Durable, low maintenance design.

Boeing 70-ton Silo & Slat Conveyor ✔ Boeing 70-ton Silo & Slat Conveyor ✔ Slat Conveyor is 70-ft x 36" ✔ 8-ton Batcher Price: $39,500 USD, As-Is-Where-Is North Central USA, Stock# SS02-151 Clark Loney 888-220-1277 • Fax 707-929-0569 Email: clark@asphaltequipment.us www.asphaltequipment.us

In Stock: New 500 and 750 Pugmills Conveyors, Belt Feeders

PUGMILL SYSTEMS, INC. Manufacturers of Davis Pugmills (931) 388-0626 COLUMBIA, TN www.pugmillsystems.com

PUMP PACKING Stop your pumps from leaking!

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March/April 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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CLASSIFIED ADVERTISING

RAP-14565 Portable CMI AC tank Visit us at WOA Booth 1442

• 25,000 gallon capacity • Tandem Axle portability RAP-14645 H&B 10,000 LB. BATCH PLANT

• H&B 10K Batch Plant • Cedarapids 10028 Dryer w SJ360 natural gas

• Single RAP Bin w Grizzly • 55k CFM Baghouse 6x16 bags 378 bags

RAP-14723 ASTEC CROSSOVER SLAT

• Inclined 36” x 30’ • Electric Blanket Heat • Walkway on One Side • 3-Way Chute

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• Nominal 1.2 mbtu • SN# - 038-184-92 • Date 1992

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RAP-13712 STATIONARY 150 TPH DRUM MIX PLANT

• Nominal 6ft Drum Mixer • Cold Feed with Scale Conveyor

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RAP-13915 ASTEC 60K CFM BAGHOUSE

• RBH-58:DB 98-007 • Horizontal Cyclone • Skid Mounted Arrangement

• 10,843 sq ft - 5.5 to 1 = 60,000 cfm

82 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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Router

Used Crafco SS melters and EZ pour melters starting at $15,000.00.

Call toll free at 1-888-922-3630 email: nhmsltd@gmail.com

NHMS • P.O. Box 5315 • Akron, Ohio 44334

www.pavesmart.com

Toll Free 1 800-719-PAVE

Additional used equipment available.

All sales include onsite training.

March/April 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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CLASSIFIED ADVERTISING

DRYER/DRUM SPECIALISTS “Serving the rock and asphalt industries since 1985” WE ARE SECOND TO NONE IN SERVICE AND SATISFACTION ALIGNMENT

Just as your vehicles need proper alignment, so does your dryer.

Nearly all external dryer problems are caused by trunnion and frame misalignment. Long-term mis-alignment causes damage resulting in downtime and costly repairs. Even units that seemingly float properly can in reality be drastically out of alignment.

SIGNS OF MIS-ALIGNMENT

✔ Metal flakes from tires or trunnions ✔ Trunnion mis-location and trunnion bearing failure ✔ Poor wear/contact on tires and trunnions ✔ High drive motor amperage ✔ Excessive vibration ✔ Thrust roller and bearing damage ✔ Tire pad and keeper wear ✔ Lack of proper floatation Evans & Daniels uses precision laser and sighting techniques to restore your unit to proper alignment settings.

RESURFACING

Evans & Daniels uses highly specialized grinding equipment that can fit into the tightest of spaces. We resurface tires, trunnions, thrust rollers and tire thrust faces.

We don’t require cranes, lifting assistance, or steel framework. In most cases, we can grind during regular production conditions.

COMMON WEAR PATTERNS ✔ Tapers ✔ Washboard ✔ Concave / Convex ✔ Shoulders ✔ Lumps / Divots / Cracks ✔ Rollover

TIRE & TRUNNION RESURFACING — TRUNNION ALIGNMENT — PREVENTIVE MAINTENANCE

www.evansanddaniels.com — 570-779-1982 84 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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CLASSIFIED ADVERTISING

E

                               

S

Butt Joints/ End-of-Day Joints Butt Joints

Steel Plate TempRamps

Steel Plate Ramps

Cost 30% less & are 80% lighter, but still durable to End-of-Day Joints withstand many uses under heavy traffic. · Ramps taper from 1/4” to 1” or 1.5” · Interlocking sections to build Manhole Section any width of roadway · 2-12’ lanes installed in less than 20 minutes by one person · Removal time is less than 10 minutes · Absolutely nothing to clean up Manhole Ramps · Environmentally friendly

TempRamps pay for themselves in two uses.

No Clean-up—No Trucking—No Disposal of Cold Patch No safety Claims

10948 Locust Rd - Tremont, IL 61568 Phone: 309-925-7623 sales@tempramp.com

Come see us at the World of Asphalt Nashville, TN March 22-24, 2016 Booth 3216

   

   



 



                                

AV





 

       

ADAMS Asphalt Plant SVCS

49

Aggregate Designs Corp.

80

Almix

9

Asphalt Drum Mixers

34-35

Astec Inc.

13, 44-45

Atlas Copco

69

BITCO Insurance Companies

21

Bomag

Belly Band

Carlson Paving Products

87

ChromaScape Inc.

39

Clear Span Fabric Structures

83

C. M. Consulting

50

Dillman

14-15

Eager Beaver Trailers

43

E. D. Etnyre & Co.

68

E. T. Clancy Co.

80

Evans & Daniels Inc.

84

EZ Road Inc.

85

FastMeasure By KTP Enterprises

85

Gencor Industries Inc.

3

General Combustion

19

Gilson Company Inc.

64

Grand Bending

63

Heatec Inc.

2

Homestead Valve Division

38

Ingevity

23

Innophos

75

Kenco Engineering

24

ADVERTISERS’ INDEX K-M International

51

LeeBoy

67

Libra Systems Corporation

74

Meeker

33

Musson Rubber Co.

80

National Highway Maintenance System Ltd., LLC

83

OMI Industries

47

Pavesmart

83

PROcru

77

Pugmill Systems Inc.

81

R & D Trench Paver

84

Reliable Asphalt Products

82

RLS Parts & Equipment

59

Road Widener

50

Roadtec an Astec Industries Co.

11, 88

Rotochopper Inc.

61

SealMaster

57

Screen Machine Industries

25

Superior Tire & Rubber Corp.

31

Systems Equipment Corp.

73

Tarmac International Inc

48

Tensar

7

Transtech Systems Inc.

65

Volvo Construction Equipment

41

WEM Automation LLC

29

Wirtgen America Inc.

5, 17

March/April 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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THE LAST EXIT

RIDOT Tests

PPEST

Rhode Island steps up their preservation game with paver placed surface treatment

By Jessica Stoikes, Associate Editor

W

e’re curious just how many pavement preservation treatment acronyms there are for all the different ways we extend the life of a pavement. One we heard recently was PPEST. Given that it sounded something more likely to be found in the extermination industry and not the asphalt industry, we looked in to it.

“Paver Placed Elastomeric Surface Treatment, or PPEST, is a preventive maintenance pavement treatment that provides a sealed, smooth, durable, long lasting, thin and flexible hot mix pavement that extends the road’s service life delaying the need for more costly reconstruction efforts,” says Charles St. Martin, acting chief of public affairs for the Rhode Island Department of Transportation (RIDOT).

St. Martin explains that Paver Placed

Elastomeric Surface Treatment is really just a long name for a polymer/rubber modified thin overlay placed at 1-in. thick. Produced in a conventional hot mix plant, PPEST is a mixture of coarse-graded 3/8-in. crushed aggregate and a chemically modified crumb rubber (CMCR) asphalt binder. The binder is PG 70-40 and contains a minimum 5% CMCR. The mix has a binder content of 6.0 to 7.5%.

This surface treatment, however, is gap graded, as opposed to the usual dense graded HMA. “This allows more room in the aggregate structure for the highly modified binder that we use,” St. Martin says.

PPEST placement PPEST is recommended for use on roadways with moderate cracking of any form (fatigue or thermal), except those with reflective cracking. It can also be used on roadways with light rutting and cracks less than ¼-in. wide. However, if rutting is more than ¼-in. and the cracking is more severe, the rutted area should be leveled and the existing cracks should be sealed before PPEST is applied.

PPEST HMA is applied directly to a tack-coated surface, placed to a 1-in. compacted thickness. A tack coat is needed between the existing surface and the new layer to ensure adequate bonding.

As opposed to some surface treatment

options that require special equipment, microsurfacing for example, PPEST can be installed using conventional paving equipment that you use to place hot mix asphalt; a hauling truck, a hot mix paver and a steel drum roller.

“RIDOT wanted to develop a preventive maintenance treatment that could be placed by conventional paving methods in urban localities. PPEST is that method,” St. Martin says.

Because it is thin and highly modified, it can be difficult to place by hand, St. Martin says.

“PPEST can be difficult to place by hand and rolling must take place immediately since it cools quickly,” he adds.

However, since PPEST has a thick asphalt film and highly modified binder, it is very resistant to cracking. St. Martin says PPEST does costs more per ton than conventional HMA, approximately $86,280 per lane mile, but since it is placed thin, the cost to pave a road is approximately the same. The mix is designed to last 10 to 12 years.

RIDOT’s mission Since 1995, RIDOT and their Highway Assessment Committee (HAC) have been researching ways to extend the life of their roads. The committee incorporates members from various engineering divisions in RIDOT. The team focuses on five year old roads to determine the impact of design and construction practice on highway maintenance.

In 1998, the HAC turned their focus to researching a pavement preservation program. They started with researching cracksealing initiatives on their roadways and then began incorporating preventative maintenance surface treatments with experimental test sections in following years.

RIDOT began using PPEST in 2001, the first project was worth $1 million. In 2015, RIDOT paved eight roads using this surface treatment for a total of 6.1 miles, totaling $2.2 million.

St. Martin says that many other states have also used this application or are looking in to it. Has your state used this? What are some other pavement preservation treatments that are performing well in your area? Let us know at jstoikes@acbusinessmedia.com.

86 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • March/April 2016

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