Asphalt Contractor March/April 2017

MARCH/APRIL 2017

How to

DESIGN a HIRING PROGRAM

that works | 20

MANAGING DENSITY Top 5 tips to achieve both density & tonnage goals | 50

Maine’s I-395 gets a rut-resistant makeover | 58 3D MILLING helps runway reconstruction | 66

EXCLUSIVE

www.ForConstructionPros.com/Asphalt

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What’s NEEDED for driverless car infrastructure? | 82

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HEATING SYSTEMS DONE RIGHT

H E AT E C , I N C .

Heatec’s capabilities to build heating systems for asphalt plants are unmatched by competitors.

What that means for you is the size or your tank farm is not an obstacle. It means easier installation, higher efficiency, lower fuel costs, better service and support, easier maintenance, and longer lasting equipment just to name a few advantages. We do it right at Heatec. Get more details at heatec.com or give us a call at 423821-5200.

an Astec Industries Company

5200 WILSON RD • CHATTANOOGA, TN 37410 USA 800.235.5200 • FAX 423.821.7673 • heatec.com Search: 10073245

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TABLE OF CONTENTS |

MARCH/APRIL 2017

COVER STORY Top 5 Tips for Managing Density How to achieve both density and tonnage goals when you work as a team | 50 SPECIAL REPORT

20 Designing a Hiring Program that Works Cadillac Asphalt’s Future Paving Professionals Program shows promise in Michigan.

TECHNOOGY MATTERS

30 Dealers Are Essential Pieces in the Telematics Puzzle If you’re thinking of investing in telematics for your fleet, your dealer is an essential component to reaping the most benefits.

PRODUCTION NOTES

JOBSITE INNOVATIONS

34 The Latest & the Greatest

58 Maine’s I-395 Gets a Rut-Resistant Reconstruction

Nelcon Aggregate and Asphalt required an upgrade to increase its asphalt production.

38 NAPA Introduces the Emerald Eco-Label This tool helps customers ensure asphalt mixtures earn green construction rating system credits.

40 Cliff’s Notes How burner tuning can optimize fuel consumption.

44 Production Products Plants, baghouses, mixers, dryers, automation systems & more.

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The Lane Construction Corp. overcomes time constraints, lane closure hurdles, and the challenge of nearly 30 ramps in a 5-mile span.

62 Jobsite Products Pavers, rollers, MTVs & more.

70 New Milling Machine Enhances Contractor’s Production Rowe Construction Group enlists the services of its new milling machine on a challenging mobile home park project.

74 Preservation Products Milling machines, reclaimers, infrared equipment & more.

PRESERVATION UPDATE

66 Milling Old Asphalt Key to Runway Reconstruction Lois Kay Contracting performs its largest milling job of 2016 at the Detroit Metropolitan Wayne County Airport using 3D technology.

IN EVERY ISSUE 8

Editor’s Perspective

10 CONEXPO Review 82 The Last Exit

ASPHALT CONTRACTOR MARCH/APRIL 2017 www.ForConstructionPros.com/Asphalt

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DIGITAL CONNECTION www.ForConstructionPros.com/Asphalt

Roadtec Outperforms 2016 Goals, Expects 2017 to be Better

VIDEO: Winners Honored at 3rd Annual Pavement Award Ceremony

“Traditionally, the second year of a highway bill is the great year. The first year, states and specifying agencies are designing new projects and securing funding. The second year, they let the projects and optimism abounds. This is that year. We are going to enjoy it!” says John J. Irvine III, president of Roadtec.

The paving & pavement maintenance industry celebrate industry leaders at National Pavement Expo 2017 in Nashville, TN.

Search: 12307270

ARTBA Urges House Committee to Reform How Clean Air Act Sets Air Quality Standards ARTBA calls on Congress to overhaul the method by which the federal Clean Air Act (CAA) sets National Ambient Air Quality Standards (NAAQS).

Search: 12307301

Search: 12301217

Los Angeles Breaks Ground on First New Asphalt Plant in More than 70 Years New facility will save tax dollars and pave the city’s streets in a more environmentally-friendly way.

Search: 12307324

FP2 Names New President Andrew Crow, vice president, pavement technologies, Ingevity, is the new president of FP2 Inc. Search: 12304876

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CONTRACTOR

LATEST INNOVATIONS FOR ASPHALT PROFESSIONALS PROFESSIONALS LATEST LATEST INNOVATIONS INNOVATIONS FOR ASPHALT PROFESSIONALS

ASPHALT

March/April 2017 Vol. 31, No. 3

CONTRACTOR LATEST PROFESSIONALS LATEST INNOVATIONS FOR ASPHALTPROFESSIONALS LATEST INNOVATIONS FOR ASPHALT

Published by AC Business Media Inc.

Asphalt CONTRACTOR

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

LATEST INNOVATIONS FOR FOR ASPHALT ASPHALT PROFESSIONALS PROFESSIONALS LATEST PROFESSIONALS LATEST INNOVATIONS

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Published and copyrighted 2017 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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CONTRACTOR

LATEST INNOVATIONS FOR ASPHALT PROFESSIONALS PROFESSIONALS LATEST LATEST INNOVATIONS INNOVATIONS FOR ASPHALT PROFESSIONALS

March/April 2017 • Vol. 31, No. 3

ASPHALT

EDITOR’S PERSPECTIVE

Lisa Cleaver, Editor

CONTRACTOR

lcleaver@ACBusinessMedia.com 920.542.1226

LATEST INNOVATIONS FOR ASPHALTPROFESSIONALS PROFESSIONALS LATEST LATEST INNOVATIONS FOR ASPHALT

Published by AC Business Media Inc.

“Some Assembly Required”

T

here’s a lot of buzz in our industry surrounding President Trump’s promise of a $1 trillion infrastructure package. It feels good to have positive news for a change – someone wants to make a huge invest in our roads & bridges!

And it should be a slam dunk, right? We have a president talking about investment and bipartisan support. But during the recent National Asphalt Pavement Association (NAPA) annual meeting in Orlando, FL, Pete Ruane, president and CEO of ARTBA (American Road & Transportation Builders Association) had some words of caution about this big promise of investment.

“I want you to understand the promises made need to be met with a HUGE dose of skepticism,” he said.

“We’ve had a long journey with a lot of phony promises.”

The FAST Act is up for renewal in 2020, and Speaker of the House Paul Ryan has already said he needs “fiscal space” when it comes to approaching an infrastructure bill. Ruane says this is code for “see you in a few years.”

“In the next six months, the road building industry must act in unison with purpose and passion,” he said. “We have a once-in-a-generation opportunity to solve the recurring problem with the Highway Trust Fund (HTF). If this doesn’t happen in the next six months, we’ll be waiting three years until the next highway bill is up.“ So, how do we as an industry approach solving the problem? Ruane said there is “some assembly required”

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– meaning we all have to pitch in to fix the problem.

Here are five marching orders from Ruane to keep pressure on Congress and the White House to fix the HTF and increase funding for our roads and bridges: Commit yourself over the next six months to educating your local representative on HTF issues and how it affects local job creation.

Tell everyone you know with a vested interest in infrastructure to do the same. This message has to be relayed from all levels and all sides.

Reach out to your local state organizations and local business groups and ask them to commit to keeping the pressure on.

Attend the ARTBA Federal Issues Program & TCC Fly-In in Washington, D.C., May 16-18.

Schedule an appointment with your member of Congress and meet with them face-to-face to discuss our industry and how it can be improved with their help.

“Without focused, driven support of the president’s infrastructure plan, it won’t happen,” Ruane said. “We need to keep the White House focused and Congress focused. And it won’t happen without you.”

For more information on the TCC FlyIn, visit artba.org. AC

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Asphalt CONTRACTOR

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

Publication Staff Publisher

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Editor

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Editor

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Managing Editor

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ASPHALT CONTRACTOR MARCH/APRIL2017 www.ForConstructionPros.com/Asphalt

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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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REVIEW

What was new at CONEXPO 2017?

CONEXPO-CON/AGG is the international gathering place every three years in Las Vegas for the construction industries, showcasing the latest equipment, products, services and technologies

A

s always, CONEXPO-CON/ AGG delievered on its promise to showcase an immense amount of new equipment, technologies and product breakthroughs for the North American construction industry.

This year’s show, which is held every three years in Las Vegas, featured over 2,400 exhibitors, including 700 new exhibitors, and over 125,000 attendees from contractors to dealers and distriubtor service providers to engineers, producers to municipalities and more.

We have a full recap of the show at our website, ForConstructionPros. com/ConExpo. There, you can find the full breadth of new equipment and technologies featured at the show, as well as videos of product walkarounds, interviews

with key industry players and other important show news.

On the following pages, you’ll find just some of the new products introduced to the asphalt road building industry during this year’s CONEXPOCON/AGG. For more information on any of these products, simply visit ForConstructionPros.com and search the unique number assigned to each product.

AC

For more information, including videos of many of the new products featured here, visit our ConExpo site at www.

ForConstructionPros.com/ ConExpo

Halo Cord-Free Personal Safety & Task Light Attach the cord-free 360° Halo personal safety and task light to any standard hard hat to produce a ring of light that allows the wearer to see and be seen in all directions at all times.

• Powered by a single on-board Li-Ion rechargeable battery • Visible over a quarter mile away • Fully illuminates the task area out to the visual periphery • Eliminates shadows no matter where you move • Halo, HI-Alert, Task and Dim light modes Search: 12294884

BOMAG RS 500 Recycler/Stablizer The 55,556-lb. RS 500 Recycler/ Stablizer features a 510-hp Mercedes Benz OM 471 LA engine and an offsetting rotor design with the capability of side-shifting to either side of the machine.

• 88.5-in. rotor width, 197-in. maximum cutting depth and a recycling speed of up to 164 fpm • FLEXMIX technology includes three infinitely variable gradation bars that can be adjusted to achieve the target material size setting with uniform results • Standard quick-change BRS05 tooth holder for fast cutting tooth replacement • ROPS/FOPS operator’s cab offers comfortable, climate-controlled operation and is centrally positioned for all-around visibility Search: 12293017

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Eagle Crusher RapidDeploy RapidDeploy offers built-in, retractable conveyors that can crush, screen, separate and stockpile — all in one pull.

• Designed to reduce mobilization costs and expensive set-up and tear-down time for aggregate/asphalt producers • Closed-circuit crushing, screening, and retractable conveyors on one chassis • High discharge heights on all three retractable conveyors for easier truck-loading of material • Open design allows for easier parts access and serviceability Search: 12296259

ASPHALT CONTRACTOR MARCH/APRIL 2017 www.ForConstructionPros.com/Asphalt

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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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REVIEW SealMaster TR300 Heated Asphalt Distributor SealMaster's TR300 Heated Asphalt Distributor heats and sprays asphalt emulsions, cutbacks, rejuvenators, primers and more.

• 300- and 575-gal. material capacities • 5.5-hp Honda engine • 6,000-lb. axles • 50-ft. hose and spray wand • Electric brakes with safety break-away system • Positive displacement material pump • 300,000 BTU vapor heat system with safety shut-off • 5-gal. diesel wash-down system • Lockdown lid with breather vent • Options: 10-ft. spray width manual spray bar; Hatz diesel engine Search: 12290980

SDLG L918F Compact Wheel Loader

Libra Systems Dispatch Module

Superior Industries Liberty Jaw Crusher The Liberty Jaw Crusher is designed to compress material in stone, concrete, asphalt and ore applications.

• Feed openings of 18" x 36" to 36" x 48" • Aggressive nip angle maintains machine’s ability to consistently grab and process material at a high level of efficiency • Set of integrated lifting points designed into the jaw dies for safe replacement or installation • Frame-mounted motor allows a smaller footprint and freeing up deck space for maintenance Search: 12288228

Libra Systems' Dispatch Module helps forecast, organize and manage job/truck scheduling to make the most efficient use of resources and improve the bottom line.

• Use with Live Truck Tracking fora robust and easily-grasped visual indication of truck status • Efficiently manage trucks and optimize hauling Search: 12286422

The 14,990-lb. L918F compact wheel loader has a rated load of 4,000 lbs. and a maximum breakout force of 8,540 lbf.

• Standard 1-cu.-yd. bucket mounted to skid-steer-style coupler or optional 1.3-cu.-yd. ISO/GP bucket • Deutz Tier 4 Final engine requires no DPF or DEF

• Two-speed countershaft transmission with 15-mph top speed • Externally cooled dry disc brakes • Compact body is only 9 ft. 7 in. tall and 6 ft. 8 in. wide Search: 12290895

ClearSpan Hercules Truss Arch Buildings ClearSpan Hercules Truss Arch Buildings can be custom engineered to fit the building requirements of the specific location.

• With minimal foundation requirements, the structures can be permanent or temporary, and are easy to relocate • Sizes available from 20 to 300 ft. wide and in any length • Provide ample height and clearance for access, ease of movement and loading and handling • No internal columns to interfere with bays, trucks, tools or heavy machinery • Natural ventilation and abundant sunlight eliminate moisture and reduce rust • Can be installed directly on the ground with little to no site preparation Search: 10211204

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ASPHALT CONTRACTOR MARCH/APRIL 2017 www.ForConstructionPros.com/Asphalt

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ASTEC Parts. We’re Here. Always.

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

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

800.251.6042 • www.astecparts.com

Search: 10072061

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REVIEW Carlson CP130 Commercial Paver Combining highway-class build, productivity and mat quality in a commercial-class paver, the CP130 gives contractors a leading platform for municipal and large commercial applications.

• 130-hp Cummins QSF3.8 Tier 4 Final engine • One-piece forward tilting hood, large side doors and access panel in the hopper for service and accessibility to engine compartment

Zonar Connect Tablet Zonar Connect is a next-generation tablet that offers a complete fleet management solution.

• Powered by quad-core processor • 2GB of built-in memory and 32GB of storage • Scalable Android platform supports options for third-party and custom Zonar apps • Compliant with Automatic On-Board Recording Device (AOBRD) and Hours-of-Service regulations • Ready for the Electronic Logging Device (ELD) mandate with capability for over-the-air software update service • LTE, Wi-Fi and Bluetooth connectivity • Constructed with a rugged hardware design and a Dragontrail glass screen to endure harsh conditions • Seamlessly integrates with Zonar’s Ground Traffic Control web portal and popular third-party programs, including maintenance, payroll, navigation, workforce management software and more Search: 12293308

• Class-exclusive armrest controls, swing out operator stations and 3-man configuration provide leading ergonomics and visibility • Heavy-duty, highway-class wear components, including fully replaceable floor plates, strongest chains and slats in their class, fully sealed auger bearings and Carlson’s exclusive horizontal sliding damper doors • Single-slide EZCSS 8’-15’ electrically heated screed with power extension height, power slope and power crown for unmatched mat Search: 12305561

Roadtec MTV-1100e Material Transfer Vehicle Roadtec's all-new MTV-1100e offers a design that focuses on your operator and crew.

• Dual staircase allows crew members to safely cross the paving train • 250-hp Cummins QSB 6.7 Tier 4 Final engine • 47,890-lb. weight • Dump hopper with 22-in. triple-pitch segmented auger • 500-tph capacity Search: 12305565

Vögele Super 1700-3i & Super 1703-3i Pavers Vögele's new "Dash 3" Super 1700-3i & Super 1703-3i 8-ft. pavers are designed for projects ranging from small municipal jobsites to highway construction and rehabilitation.

• Extra-large receiving hopper with a capacity of 14.3 tons • Laydown rates of up to 770 tph • ErgoPlus 3 oergonomic paver operator's platform • VF 500 front-mounted extending screed and hydraulic bolt-on extensions with maximum paving width at 19 ft. 6 in.

• 173-hp Cummins engine with ECO mode Search: 12306990

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ASPHALT CONTRACTOR MARCH/APRIL 2017 www.ForConstructionPros.com/Asphalt

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WE NEED TO BUY NOW! MILLING MACHINES STABILIZERS / PULVERIZERS SHUTTLE BUGGIES 214-505-3511 214-952-8005 Please Call!

Or email to: sales@earthsalesgroup.com earthsalesgroup.com We make cash offers, so there is no guess work involved. We will make sure your equipment is sold out of your territory so your equipment doesn’t show up working against you. No waiting months for your equipment to sell and collect payments.

ANY MANUFACTURER, ANY YEAR, ANY CONDITION, ANYWHERE Better Business Bureau National Asphalt Pavement Association

Search: 12289502 10139820

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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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REVIEW Hamm DV+ 70i VO-S Tandem Roller The DV+ 70i with an operating weight of 7.7 tons is the first in a new series of rollers Hamm is introducing in North America.

• Line is expected to be available in three versions: as a double vibration roller, an oscillation roller, and a combi roller with vibratory drum front and pneumatic tires at rear • Intelligent drive control and pivot steering with four steering modes • Easy Drive operating concept includes ergonomically optimized operator platform • ROPS canopy or fully tinted ROPS cab • 75-hp engine satisfies Tier 4/Stage IIIB emissions requirements Search: 12304964

Wirtgen Large Milling Machines

Bergkamp M310CS Paver Bergkamp offers the new M310CS truck-mounted slurry seal and micro surfacing paver, which receives power from the Tier 4 truck engine that fulfills stringent emissions regulations.

• PTO-driven hydraulic pump • EMCAD (Electronic Mix Control and Diagnostic) System manages power inputs and electronically control material outputs to maintain the desired mix design • Direct-drive hydraulics controlled

by EMCAD System monitors and adjusts material ratios automatically according to the set points of the ingredients, production control setting and instantaneous feedback from the delivery system sensors to provide consistent mix • Electronically self-diagnoses control system, reducing troubleshooting and repair time • Carries 10 cu. yds. of aggregate, 630 gals. of both asphalt emulsion and water and 80 gals. of additive Search: 12299069

Wirtgen's large milling machines, including the W 200i, W 200 Hi, W 210i, W 220i and W 250i, are designed for renewing large asphalt or concrete surfaces.

• Working widths of 4 ft. 11 in. to 14 ft. 4 in.

• Can remove asphalt or concrete pavements to a maximum working depth of 14 in.

• Twin-engine drive concept allows operators to use engine power on demand when needed, reducing fuel costs by up to 25% • Parallel-to-surface (PTS) feature • Intelligent Speed Control (ISC) system minimizes spinning of the crawler tracks • Operator Comfort System (OCS) with hydraulic moving and swiveling cabin and precision joystick control • Dual conveyor belts Search: 12304950

Atlas Copco Generation VI Asphalt Rollers Atlas Copco introduces its Generation VI articulated tandem rollers — the CC4200VI, CC5200VI and CC6200VI. • Temperature sensors on the front and rear rollers • FleetLink Advanced-year package to its telematics system • Tier 4 engines with optional ECO Mode system • Corrosion-free water tank and sprinkler tubes • CC4200VI with Combi module and offset steering Search: 12303502

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ASPHALT CONTRACTOR MARCH/APRIL 2017 www.ForConstructionPros.com/Asphalt

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50 YEARS OF INNOVATION. THAT’S A HECK OF A RÉSUMÉ.

VECTOR CONTROL

With over five decades of experience fueling it, the Equinox™ burner delivers unrivaled productivity while achieving the lowest NOx emissions of any burner on the market.

Combine it with the Vector Control for unbelievable fuel savings and the advantage is clear.

5201 N. Orange Blossom Trail · Orlando, FL 32810 ∙ 407.290.6000 ∙ GeneralCombustion.com Search: 10073093

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SPECIAL REPORT |

BY ALLAN HEYDORN, CONTRIBUTING EDITOR

Designing a Hiring Program

THAT WORKS Cadillac Asphalt’s Future Paving Professionals Program is showing promise in Michigan

20

A

recession economy, a 10-year hiring freeze, an aging workforce, high-skilled labor leaving through retirement, and recruitment methods that didn’t yield the quality employees a contractor needs. That’s what Cadillac Asphalt, headquartered in

Canton, MI, faced in 2015.

And what did the decades-old paving contractor/hot mix asphalt producer do to improve its hiring?

“We turned the process on its head,” says Aaron Price, vice president and general manager. “We decided that if the

ASPHALT CONTRACTOR MARCH/APRIL 2017 www.ForConstructionPros.com/Asphalt

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Cadillac Asphalt and Local 1191 continue to refine the FP3 program, pursuing feedback from the preapprentices on what the contractor can do to improve the process and make the pre-apprentice experience better.

Aaron Price says an unexpected benefit of the FP3 program is that it has helped Cadillac Asphalt improve its employment and employee development process. “Now we are much more embedded in the process and the system, which will ultimately raise the bar for us as an employer and organization,” he says.

skilled people aren’t out there the onus is on Cadillac to find people with no construction experience and teach them the skills they need from the ground up.”

And to teach people the skills that could give them a career.

“We realized we need to view

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investments in humans the same way we view investments in hard, raw, physical capital. And that meant we had to completely retool the way we hired and trained new people.”

The result was a collaboration with a union local to develop and implement a unique hiring and training program – they’re calling it the FP3 Future Paving Professional Program – that, after two years in place, is showing significant success.

With nine asphalt plants and 11 locations throughout southeastern Michigan, Cadillac Asphalt employs 250 people doing hot mix asphalt production and asphalt paving. Cadillac runs seven paving crews and three prep crews and generates 25% of its paving from commercial customers, 40% from municipalities and counties, and 35% from highway DOT work. Cadillac says it is the largest HMA producer in the state, consuming half of its production internally and the other half sold to other contractors.

Price says that like the rest of the country, Michigan experienced an economic downturn starting in 2004, with the result that skilled workers left the state in droves as they sought work. That coincided with Cadillac Asphalt scaling back from running 15 crews to, at its lowest point, only five. Cadillac had a hiring freeze from 2005-2014, which was essential for survival but was soon to create some concerns for the company.

“Eventually the market started to recover, partly because of a $1.2 billion road funding bill passed in 2015, and we quickly ran into a situation where we needed more workers,” Price says. “But not only could we not find the skilled workers we needed to grow as work picked up, we couldn’t find skilled workers to replace people leaving the company through retirement. And, our existing workforce had aged by 10 years over that time and we hadn’t brought in any new people because we didn’t have the work to support them.”

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SPECIAL REPORT

The quicker the pre-apprentice can assume responsibility for a skill set, the sooner others on the crew can move up in their career.

Price says that in 2014 and 2015 they worked hard, using tried and true “old” methods to find new hires but had little luck. “We had a very difficult time attracting people to our company the old way, which was posting a job opening on the Internet and hoping people would find us,” he says. “So it’s May 2015 and nobody’s applying and we started talking with other companies in our market and we realized that it wasn’t just us.

The ability to get and grow a skilled workforce was a challenge not just for

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Cadillac but for everyone.”

So they turned the process upside down, but they didn’t do it by themselves. As a union shop, they enlisted the help and support of union Local 1191, collaborating with Michael Aaron, who Price says was influential in getting the program off the ground.

“Michael saw the opportunity here for a program that could benefit not just Cadillac Asphalt but an entire industry, so he worked with us to develop a preapprenticeship program,” Price says.

THE FP3 FUTURE PAVING PROFESSIONAL PROGRAM Among the keys to the FP3 Future Paving Professional Program are a unionagreed-upon, pre-apprentice hourly rate equal to roughly half what a full journeyman would earn; a 700-hour maximum time limit an individual can be in the program; and the requirement that the pre-apprentice employees are additions to a paving or preparation crew – in other words they can’t take the place of a higher-wage employee.

“We run eight to nine-person paving crew so all these people on the crew must be full union,” Price says. “That means any pre-apprentices on the crew must be the tenth or eleventh person on the crew.

We try to put two pre-apprentices on each mainline paving crew and one additional person on each prep crew.”

The pre-apprentice program runs 700 hours – about 14 weeks or half of a Michigan paving season. After 700

ASPHALT CONTRACTOR MARCH/APRIL 2017 www.ForConstructionPros.com/Asphalt

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SPECIAL REPORT hours, the worker is moved into the union apprenticeship program, which has five defined steps and pay raises.

Price says that Cadillac can identify some people as “keepers” within as little as 200 hours and those people are moved immediately into the union apprenticeship program.

“The benefit to the individual is that once he’s in the union apprenticeship program he gets an immediate raise of $3 an hour plus Cadillac begins making contributions to the pension program,” Price says. “Plus, being in the union apprenticeship program opens doors to further training and step raises.”

The FP3 new hires start in a classroom on the first day where they learn about the company and receive safety training. Then each new hire is paired

Working with asphalt is not for everyone, but the only way to really find out if people are a good fit is to get their hands dirty.

24

with a mentor and a crew, and the preapprentice shadows and works side by side with the mentor. “That’s where they learn shoveling, raking, traffic awareness, those kinds of things,” Price says.

“It’s real on-the-job training.”

Price says Cadillac will change mentors if there’s a good reason to change and will also change which crew the pre-apprentice is assigned to as well if needed. He says mentors receive no special training, because even though it’s a one-on-one working arrangement, eventually the whole crew pitches in.

“Over time you see the whole crew investing time and energy into the pre-apprentice program,” Price says.

“It becomes a team effort and more of a family than a company. The crew knows that getting the pre-apprentice up to speed helps get the job done more efficiently and helps the crew be more productive.

“In training, the question is how can you best mimic a real life experience of working on asphalt and it’s very difficult to mimic without actually being on the job. Ninety-degree heat and 350° asphalt is not for everyone, so the only way to really find out if people are

“Over time you see the whole crew investing time and energy into the program.” a good fit is to get them out on a job.”

He says the on-the-job aspect of the program does create some headaches for schedulers because they don’t want to put pre-apprentices in situations they shouldn’t be in. “We don’t want them working at night or working in traffic, for example, before they’re ready,” Price says. “We also can’t have them working on airports where they don’t yet have clearance. But we don’t let that stop us, it just takes some juggling.”

Throughout the FP3, the pre-apprentice receives monthly feedback to guide his development. Each month the preapprentice completes a self-appraisal that covers a variety of areas such as punctuality, working well on a team, paying attention and on-the-job attitude. The new hires rate themselves on a one-tofour scale for each area, then they meet with the foreman and the operations manager for a three-way conversation to compare evaluations. “If there’s a gap we want to understand what caused it, but more importantly how it can be fixed,” Price says. “We want to put together a plan to close that gap.”

And to make sure employer and employee are on the same page.

“After a while it becomes clear, and in some cases you have to make a tough decision, that we’re not a right fit for each other,” Price says. “But there’s a real effort before that point to make it work.”

Price estimates Cadillac Asphalt’s investment in the program at between $200,000 and $250,000 annually – which includes wages and the contractor’s contribution to health care.

“That might sound like a lot but if you consider it’s about 20 cents per ton of material it’s not that much and it really is an investment in the future,” he says. “It helps position ourselves for growth.”

ASPHALT CONTRACTOR MARCH/APRIL 2017 www.ForConstructionPros.com/Asphalt

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SPECIAL REPORT NO HIRING RESTRICTIONS Price says that in turning the hiring process on its head, Cadillac Asphalt considered only three attributes when talking with prospective hires: attitude, desire and fit.

“That’s the crux of our hiring.”

He says Cadillac Asphalt and Local 1191 started looking for new hires at a job fair in Detroit, which had a 40% under/ unemployment rate. “We thought if we could make a dent in the employment rate in Detroit, we could get more tax dollars into the city. Then the city could invest more money into its infrastructure and we’re in a strong position to do some of that work,” Price says. “We feel we have a responsibility to give back to the city of Detroit after the city has given us so much.”

At the 2015 Detroit job fair they interviewed 100 people and hired 15.

“We tried to find people looking for an opportunity. We thought that if we could offer a construction job and a career opportunity to the right people we would be successful,” Price says. “We didn’t hire them based on job experience or knowledge of construction, we just tried to get a sense of how much they wanted it and their desire to be a part of something more.”

Price stresses Cadillac Asphalt also had no limitations or restrictions in its hiring process.

“That’s important,” Price says. “We didn’t limit people based on a criminal

conviction or what their personal life was like. We didn’t limit by their location or the transportation they needed to get to and from a jobsite, which in the past might have been a limiting factor when hiring.”

He says that once people were hired Cadillac relied on a “buddy system” to get the new hires where they needed to be each day.

“We marked their locations on a map and figured out how to help bring them in,” Price says. He says Cadillac is also considering starting up an internal transportation system that would use a van to get people to and from jobsites.

“We haven’t done that yet, but it’s in the plans to start if we need to,” Price says. “We need to find a way to get over that transportation hurdle because workers are not at the same place every day and it’s not easy for everyone to get all over where we need them. It can be a real issue for some people.”

Of the 15 people hired in 2015, seven remain with Cadillac, which Price says is more than they expected. He says those seven people work in various aspects of the company – from crews to administration to the quality control lab. One person is working on obtaining quality control certification, and Price says some on the crew are showing signs they could eventually become foremen.

In 2016 Cadillac used the FP3 preapprenticeship program to hire another 18 people, eight of whom remained with

the company at the end of the season.

Price says Cadillac Asphalt and the union Local are encouraged by their successes so far. “It helps sustain the program when we hear from people how they couldn’t envision this career opportunity and how it’s positively impacted the course of their lives,” Price says.

“We’re very encouraged by the retention rates and we continue to refine the process along the way.”

He says Cadillac expects to be back running 10 or more crews by 2020 or 2021, but for that to happen they need an influx of skilled workers, so FP3 needs to continue to be successful.

“Not only do we need to get the pre-apprentice people up to speed and productive, but we’ll need the current rakers and luters ready to move up to run the back end of a paver or a roller. Often people who want to step up from rake to roller are training their replacement so they can move up,” Price says.

“For that to happen we need these entry level people to be successful and we’re doing everything we can to give them the opportunity to become successful in a paving career.” AC

To view a video on Cadillac Asphalt’s program, visit ForConstructionPros. com/12307758.

In 2016, Cadillac used the FP3 pre-apprenticeship program to hire 18 people, eight of whom remained with the company at the end of the season.

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ASPHALT CONTRACTOR MARCH/APRIL 2017 www.ForConstructionPros.com/Asphalt

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TECHNOLOGY MATTERS |

BY LISA CLEAVER, EDITOR

Dealers Are Essential Pieces in the

Telematics Puzzle

If you’re thinking of investing in telematics for your fleet, your dealer is an essential component to reaping the most benefits

T

here is a lot of buzz around telematics these days. These systems are designed to track machines with GPS through a satellite or cell phone. They can monitor equipment location, machine health and machine control, as well as generate utilization and fuel consumption reports. Tracking maintenance is also a huge benefit of using telematics.

Many contractors are interested in

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telematics and how these systems can benefit their asphalt operations. How do your dealers fit into this puzzle?

Groff Tractor has been meeting customers’ needs since 1958 when its first dealership opened in Highspire, PA, and later moved to Mechanicsburg. Today, Groff Tractor serves Pennsylvania, Maryland, New Jersey, Virginia and West Virginia with 11 locations spread across the region.

The company offers Mauldin asphalt pavers, and Sakai and Wacker Neuson rollers. It’s also a Case dealer and offers wheel loaders and skid steers. Wirtgen Group products, including Wirtgen asphalt milling machines, VÖgele asphalt When it comes to telematics, your dealer can alert you to problems as well as come to your location to service the machine on-site.

ASPHALT CONTRACTOR MARCH/APRIL 2017 www.ForConstructionPros.com/Asphalt

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TECHNOLOGY MATTERS pavers and Hamm asphalt and soil compactors, are offered in Groff Tractor’s central and western Pennsylvania locations.

We talked with Greg Grimes, product & technical specialist with Groff Tractor, and asked him how dealers like him fit into the telematics puzzle.

Q

What is the role of the dealer when it comes to telematics use?

Groff: The role of the dealer is to get utilization and fuel consumption reports for the customer and track machines for scheduling purposes.

consumption, utilization and machine conditions.

You will know by the amount of hours what service is due. If the system alerts you that service is due, it is not going to alert you that it needs a specific part, but will tell you it is within 50 hours of service. Then we know what level of service it’s at and know what needs to be done before going out to service it.

There are 19 functions that monitor for problems if they occur, including engine temperature, engine oil pressure and hydraulic temperature.

Utilization is tracked, not in the maintenance side of it, but tracked by the system. If a machine is not healthy and it has a problem, an error code appears. You then determine what the error code indicates, such as the cooler is clogged, and figure out what you would need and if you should send parts to the field for service.

Q Service intervals, fuel consumption, utilization, and machine condition can all be tracked with telematics.

Q

What are the specific maintenance benefits telematics can offer a contractor?

Groff: Since the system tracks the machine, you know when the machine is due for service. It automatically tells you it’s within 50 hours of when service is due, which gives you enough time to schedule service in advance.

You can put this in your plan and it’s less confusing. Telematics tells the contractor certain things that can go in a plan, and also what machines can be moved to different sites if not in use.

There is no need to make calls to find out where the machines are located.

With telematics, directions are printed.

So, the technician knows how to get to the machine’s location by GPS to service it. Error codes reveal certain machine conditions, such as if the transmission is hot or the cooler is clogged.

Q

What types of maintenance can be tracked by a telematics system?

Groff: Types of maintenance that can be tracked by a telematics system include service intervals, fuel

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What is the best way a contractor can partner with a dealer to optimize his use of telematics?

Groff: Contractors may be wary of having someone know everything they do during the project, but most are happy to have the dealer help them.

There is a 3-year/3,000-hour site watch subscription that contractors receive when purchasing or renting/ leasing equipment with telematics. When that runs out, the contractor will need to purchase a subscription to have the benefits of telematics.

Equipment without telematics do not come with a free service contract. When a machine is sold, we gather information from the customer on who they want to be alerted if there is a problem. You’ll need an administrator.

When a machine is purchased, the contractor has the right to determine if just their personnel should be on the system, but in most cases, the contractor wants the dealer’s help.

Having the dealer monitor the system allows the contractor to focus on other things.

Dealers alert them of problems and contact them to come out and service the machines.

Q

Where does the manufacturer/ equipment supplier fit into the equation?

Groff: The manufacturer/equipment supplier fits into the equation when it comes to tracking the health or condition of the machine through the warranty period.

The machine will be under warranty if all the service requirements have been met. So, in the end, if the customer has not serviced the machine properly, the manufacturer can deny the warranty claim. Once the sale is complete, the manufacturer no longer gets involved in telematics. The customer has the right to determine who monitors the telematics once the machine is purchased.

Q

How can a contractor coordinate all his equipment with the same telematics system? Can existing pieces of equipment in his fleet be retrofitted with a system?

Groff: With the telematics system, contractors can easily look at their fleet and determine the location of each machine to most efficiently coordinate transport or schedule maintenance.

Q

What else is important to know about telematics?

Groff: Telematics systems are well received by customers because of the benefits and user friendliness. Within the three years of the site watch subscription, the contractor realizes the benefits, and then starts paying to keep it active.

Just having one machine stolen makes the use of telematics worth its cost. Since machines equipped with telematics are new, there is not much used equipment with telematics available now.

Overall, customers are more comfortable with telematics now and want it.

Some customers are leery because they think there are these big eyes in the sky watching everything they do. Telematics constantly monitors the machine. Most manufactures have it. It’s the future. AC

For more information on telematics, visit ForConstructionPros. com/12235910.

ASPHALT CONTRACTOR MARCH/APRIL 2017 www.ForConstructionPros.com/Asphalt

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PRODUCTION NOTES Nelcon wanted a portable plant to reach its new goal: producing 500 tph.

The Latest and

GREATEST Nelcon Aggregate and Asphalt required an upgrade to increase production — its new plant delivered the technology and equipment to reach the goal

L

ocated in Kalispell, MT, Nelcon Aggregate & Asphalt has a reputation for quality service and, befitting a land called “Big Sky Country,” for reaching new heights.

Ten years ago, the company purchased a gravel pit in Kalispell with an eye toward expanding its offerings — including asphalt, road base and screened rock — to Montana and its customers in nine surrounding states. In 2010, Nelcon purchased a 250-tph hot mix plant to accommodate its mobile paving work

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— already exceeding revenue of $10 million annually — and specially trained its workforce in Superpave design and application.

Recently, Nelcon President Mike White turned to Astec Industries for help in reaching a new goal: building a portable plant that could produce 500 tph.

MEETING OF THE MINDS If Nelcon was serious about reaching this goal, it would require a substantive upgrade on some existing equipment and wholly new components elsewhere.

Nelcon Aggregate & Asphalt had started its offerings with solid equipment but was increasingly coming to see it as an “entry level” paving facility that could not meet the demands of its growing customer base — or the company’s own ambitions.

The search for an upgrade is where Kent Hood, Nelcon’s Astec sales

representative, entered the picture. Hood and White found common ground quickly.

As a sales representative, a fair amount of Hood’s job comes down to establishing trust with his clients, so that when he recommends a product, they know it’s money well spent.

However, White and Nelcon’s request was not the typical call to an Astec sales rep. Hood recalls the first questions not being focused on where to cut costs or how to pinch a few pennies here and there — White’s first question centered on wanting to know “what’s the best we can get?”

“Nelcon needed the latest and greatest technology Astec could offer, the most highly portable plant that they could use based on their required production rates, which was a minimum of 400 tph,” Hood says. “That’s basically where the Astec Six Pack came in.”

ASPHALT CONTRACTOR MARCH/APRIL 2017 www.ForConstructionPros.com/Asphalt

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PRODUCTION NOTES PORTABLE IS THE ANSWER The Astec Six Pack portable asphalt facility would be the perfect fit for Nelcon’s goal of supplying more customers with more mix as quickly as possible.

The Six Pack plant is designed to be prepped for relocation quickly and can be towed over highways unlike some unwieldy plants of the past.

Once arriving at a new worksite, the plant sets up easily with minimal work due to Astec’s pre-assembly design: pre-piping and pre-wiring, including operating consoles in the control house, are done during manufacturing, as are the factory-installed baghouse filter bags with cages. Also, many of the safety and inspection components like ladders, stairs, platforms and handrails are shipped in place.

Nelcon’s Astec Six Pack would need

a five-bin cold feed system, two portable conveyer and screen sets, a portable drag conveyor and surge bin, a portable dry additive system, a portable recycle feed system, the baghouse, and, at the heart of it all, a Double Barrel portable drum mixer with a recycled fuel oil (RFO) asphalt cement heater.

Once assembled, this plant would be up for any challenge and then ready to hit the road for the next one.

RIGHT TOOL FOR THE JOB With the Astec Six Pack, Nelcon now had the right tool to do the work it needed and provide a quality product to the customer, and the results were apparent almost immediately. Nelcon soon reached their goal of producing 500 tph, breaking their previous production record.

As Nelcon’s increased production allowed them to more quickly meet their

current customer base’s demand, more opportunities became available. Potential customers already knew of Nelcon’s reputation for quality, but now they knew Nelcon had the equipment to meet their needs.

“We have a top-of-the-line paving superintendent,” White says. “Before the upgrade, we felt we were sending him into battle with a water pistol. Now, he has an M-16.”

Nelcon Aggregate and Asphalt is doing more business now than ever. If the company’s history for growth is any indication, it may be looking to expand again in the near future. AC

Visit ForConstructionPros. com/10086334 for more information on the Astec Six Pack portable asphalt plant.

The Nelcon crew, from left to right, Guy Stroh, Brad Anderson, Mike Daniels, Jana Rummel and Jim Evenson.

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ASPHALT CONTRACTOR MARCH/APRIL 2017 www.ForConstructionPros.com/Asphalt

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PRODUCTION NOTES |

BY LISA CLEAVER, EDITOR

NAPA Introduces its

EPD SOFTWARE TOOL Emerald Eco Label will help producers ensure asphalt mixtures earn green construction rating system credits

A

t its recent annual meeting in Orlando, FL, the National Asphalt Pavement Association (NAPA) introduced its Emerald EcoLabel, which is an easy-to-use tool to help companies report the potential environmental impacts of an asphalt mixture.

According to NAPA, the green construction market is entering a new era with a focus on product transparency and measuring a product’s impact on sustainability.

As a result, green construction rating systems, such as LEED v4, Greenroads, and Envision are increasingly structuring credits that encourage the use of products with life-cycle information communicated through Environmental Product Declarations (EPD) or that demonstrate through life-cycle assessment (LCA) a reduced environmental impact.

An EPD is similar to a nutrition label, reporting the energy use, materials used, and the potential environmental impacts associated with the product.

The Emerald Eco-Label EPD tool was developed in conformance with ISO 14025, which establishes principles

38

and procedures for developing Type III environmental declaration programs and Type III environmental declarations, as well as European Committee for Standardization (CEN) EN 15804:2012, which transparently describes the potential environmental impacts of the described product caused during the identified stages.

FEATURES The Emerald Eco-Label NAPA Verified EPD is a registered report that provides valuable, verifiable and comparable information about the environmental performance of products in the asphalt industry.

The web-based tool makes it easy for a company to input data about all cradle-togate activities involved in creating an asphalt mixture, such as fuel and water used at the plant and during transportation; aggregate, binder, additives; warm mix technologies; and recycled materials.

To ensure data entered is confidential, the tool is hosted by a third party.

NAPA doesn’t have access to a company’ sensitive information. The EPD report only states the potential environmental impacts of the mix.

In addition to meeting green construction code requirements, the Emerald Eco-Label can help improve operational efficiency.

Tracking material inputs and energy use at the mix and plant level helps a company fine-tune its operations to improve production efficiency, saving money and reducing potential environmental impacts. The same data can improve corporate sustainability reporting.

The Emerald Eco-Label tool will be available April 1. There is a cost structure for NAPA members and non-members.

For more information, please contact Kelly Kanaras, associate director of member programs at kkanaras@ asphaltpavement.org. AC

Visit ForConstructionPros. com/11213946 for more information on sustainable road rating systems.

ASPHALT CONTRACTOR MARCH/APRIL 2017 www.ForConstructionPros.com/Asphalt

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PRODUCTION NOTES |

BY CLIFF MANSFIELD

How Burner Tuning Can Optimize Fuel Consumption

O

ne of the most expensive consumables around your plant is burner fuel. I’ve talked a little bit about how keeping your stockpiles and RAP dry with covers can help reduce fuel costs. I talked last issue about the usefulness of Daily Records Keeping at your asphalt plant. Now I want to talk about how burner tuning can optimize fuel consumption.

But first, I need to talk about what you need to properly analyze the performance of your burner. There are many combustion analyzers on the market. I will not pretend to have an opinion on which one is better. Instead, I will just talk about the one I use, the Bacharach PCA-3 235.

Bacharach PCA-3 235

40

This analyzer will test CO, CO2, O2, NOx and burner efficiency. You will want to buy the whole kit which will cost about $2,800 + shipping. Alternately, you can go to Grainger and order part number 12J896 which is the whole kit for about $2,600 + shipping.

I also use a Dwyer Handheld Manometer to figure exhaust stack air velocity. The cost for this unit is around

$475 + shipping. Alternately, you can go to Grainger and order part number 1XFW5 which is the whole kit for about $500 + shipping.

These tools seem expensive until you realize that if you use them to maximize fuel efficiency, you could potentially save that much in the first week.

GOALS OF TESTING This issue, I will talk about our general goals. Next issue, I’ll help you understand how to use the readings from these two instruments to properly tune your burner. For now, our interest is in knowing our plant’s fuel consumption.

The following strategy works whether you burn natural gas, propane, diesel or recycled fuel oil.

Working on a well-tuned asphalt plant in the summer with approximately 5% incoming moisture, I expect to see about 179,000 BTU used per ton of asphalt produced. I expect to see the air velocity in the stack equate to around 155 cubic feet per minute of air. These things are easy to check.

If you are burning #2 diesel with your burner, most of them have a fuel flow meter you can read in real time. Some of my clients have even added fuel flow meters to their burners.

With natural gas, it’s as simple as reading the gas meter, waiting 10 minutes, then reading it again. Multiply by six and you will know your fuel consumption per hour in real time.

You can figure out the BTUs your plant is using per ton by figuring the number of tons divided by the amount of fuel used per day. This data should be readily available to you on those Daily Plant Reports I’ve been yapping about.

To convert the fuel use data to BTUs, here are the industry standards for the

Cliff ’s Notes

amount of BTUs in each kind of fuel.

• #2 Diesel 138,000 BTU per gallon • Waste oil approximately 142,000 per gallon at 90 SSU • Natural gas 1,000 BTU per cubic foot • LP 91,044 per gallon You can use these numbers to figure out how many BTUs you are using to make a ton of hot mix. Simply use the data above to convert the amount of fuel you use per ton into BTUs. It should be roughly 179,000 BTUs. If it’s a little higher or a little lower then you are probably fine. But if you are WAY off this number, I suggest you get out your PCA-3 235 out and get some combustion readings.

Cliff Mansfield Inc. is the Northwestern regional sales and service center for Hauck burners. We get to do a lot of burner tuning. So if anyone needs help before next month when I describe burner analysis and adjustment procedures, please feel free to call or email for assistance.

You can find the Bacharach at mybacharach.com and the Dwyer Handheld Manometer at dwyer-inst.com. AC Cliff Mansfield, owner of Cliff Mansfield Inc., operates C.M. Consulting, an asphalt repairing, upgrading and operational training company. He has 40 years of experience in the industry. Visit hotplantconsulting. com for more information.

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

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PRODUCTION NOTES Astec Double Barrel XHR Astec's Double Barrel XHR (eXternal mixer, High RAP) aggregate dryer can produce up to 400 tph with up to 65% RAP/RAS. • Employs two mixing technologies: an outer chamber on the drum and an external mixer • V-Pack Stack Temperature Control System maintains as low an exhaust temperature as possible when running a high RAP/low virgin mix • Stainless-steel drum and combustion flighting withstand the higher temperatures associated with running high RAP Search: 12191409

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JOBSITE INNOVATIONS |

BY TODD W. MANSELL, PRODUCT APPLICATION SPECIALIST, CATERPILLAR

Top 5 Tips for Managing Density

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How to achieve both density and tonnage goals when you work as a team

M

eeting or exceeding density specifications in the field is a challenge for many paving crews.

In most highway paving operations, the ability of the rollers to keep pace with the paver and still meet or exceed density requirements is the limiting factor in achieving daily production goals. Consequently, more often than not, tonnage goals are met and density suffers.

Here, we'll present a practical approach to managing density based on keeping up with the paver without sacrificing density. It's possible to place the desired number of tons of mix and meet or exceed density specifications with a little upfront planning. The best part of this process is that it costs NOTHING other than a commitment by management to support and execute the paving and compaction plan through good communication to all team members.

1

KNOW YOUR LINES OF COMMUNICATION It’s difficult, if not impossible, to maintain an effective rolling pattern that achieves density if there is no communication protocol in place. It should be clear who is directly responsible for managing the roller operators, whether it be the paving foreman, quality control (QC) technician or another.

A communication protocol should be known in advance of the project starting. It should clearly define who's in charge of making changes to the rolling pattern. Is it the

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paving foreman, QC tech, roller operators themselves, the project manager? It varies from company to company and maybe from job to job.

At a minimum, each crew member should know and understand what the lines of communication and action are.

When things are going bad, it's not the time to be deciding who's in charge of a situation.

There should be a list with every person’s name, on-site phone number, and the order in which they should be contacted when it’s necessary to make changes or report passing, and more importantly, failing densities during production.

2

KNOW YOUR MIX DESIGN PROPERTIES, JOB SPECIFICATIONS, TARGETS Ask yourself if you have a choice of mixes or mix designs to submit for this project. Mixes with a history of achieving good density are always a good choice.

Is it a harsh mix or a tender mix? Expect delays compacting a tender mix, especially on a thin overlay project where paver speed is higher.

The target density is usually higher than the minimum density requirement on a project.

For example, the minimum required density might be 92%, but due to inherent variability and the nature of statisticalbased specifications that use Lots and Sublots, or PercentWithin-Limits (PWL), we may target a higher number such as 94% to ensure a “safety net.”

Statistically, a higher average (mean) percent compaction target should essentially eliminate any percent outside limits and pay reductions. To achieve this, we need the average compaction target set at 94% or higher – so many companies will target an average of 94% to account for variability in compaction.

Higher target ensures the lower readings do not fall below the minimum required.

Estimators typically bid the job based on a certain number of tons of asphalt mix placed each day. There is pressure to meet this daily tonnage and if you don’t, you risk losing profit on the job and are under more pressure to exceed production on a future shift to make up for the loss. This pressure further exacerbates the ability to meet the density target as paving speed increases and the rollers are pressured to increase their speed, even though the mix or paving window has not changed.

The daily tonnage greatly influences paver speed which in turn influences roller speed.

This is where the planning is critical to have the proper number and type of rollers to meet the production and density targets established in the prepaving planning.

Targets also need to be set and communicated. Target paving speeds are based on placing the tonnage of mix expected per shift that also provides for a continuous paving operation.

The Caterpillar Paving Production Calculator app, available for iOS and Android

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JOBSITE INNOVATIONS

Best practices for maintaining mix temperature • Produce mix at the plant so that after transport to the jobsite and transfer through the paver, the mix temperature allows sufficient time to complete the compaction process. Care should always be taken not to overheat the mix at the plant that could cause the binder to oxidize and become brittle. Mix production temperature limits are available from the asphalt cement supplier and from QC personnel. Haul distance and other factors such as windrow paving, mix passing through material transfer vehicles, all affect the mix temperature by the time the breakdown roller starts compaction.

• Breakdown rolling should begin at the highest possible mix temperature behind the screed. In rare cases, the mix behind the screed may be too hot, at which time the plant production temperature could be reduced to save money and improve quality.

• Tarp loads when necessary. This is more critical in cold weather. Properly utilized tarps can help retain heat in the mix during transport, especially in colder weather and on long hauls to the job.

• Unload the 3rd and 4th trucks first, then the 1st and 2nd trucks. The first couple of truckloads are generally cooler from plant start up and/or the cooler cone of silos. Hotter mix will heat up the paver screed faster and avoid tearing the mat at the start of paving.

• Keep the paver hopper near full when waiting 15 minutes or less for trucks.

The mix will retain heat better in a large mass and keep the hopper hot.

Communicate with the plant to ensure good truck spacing and minimal waiting periods.

• Longitudinal joints require particular attention. Roll from the hot side as soon as possible to maximize the roller drum width on the hot mat while the mix is still as hot as possible. Time is ticking away when pinching the joint from the cold side and the mat is cooling.

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Roller Speed (fpm) =

Frequency (vpm) Impacts per foot

When it comes to roller speed, the operator must know what frequency the machine is running at in order to determine the roller speed that will give 10 impacts per foot.

devices, and the National Asphalt Pavement Association’s publication IS-120 (www.asphaltpavement.org) are two tools that can be used to determine the required number of trucks and paver and roller speeds to consume the planned tonnage for a paving shift.

Once the planned paving speed that will consume the required tonnage is established, the target roller speeds can be determined.

3

ESTABLISH AN EFFECTIVE ROLLING PATTERN Above all else, the temperature of the asphalt mix at the time of breakdown rolling through finish rolling will determine how successful the compaction operation will be.

It's important to understand how mix temperature is related to compaction and how you can manage it in the field. The hotter the mix is when the first roller hits it, the easier it will be to achieve density in the field.

Maintaining mix temperature from the plant through the paver to the rollers is always a challenge. As the mix cools, it becomes more and more difficult to get density. For example, starting breakdown rolling at 290°F could require one less roller pass than starting breakdown rolling at 270°F to achieve the same density.

As the mix cools further, it becomes exponentially more difficult to achieve the same level of density than if compaction had started at a high temperature.

As long as the asphalt cement can flow, the compactive effort of the rollers can force the mix into a compacted, stable configuration with good aggregate (rock and sand) interlock. When asphalt cement becomes more viscous as the

temperature of the mix drops, it behaves more glue-like and the aggregate in the hot mix cannot be properly compacted by the force of the rollers.

Mix temperature is the single most critical factor to achieving sufficient compaction. The time available for compaction (TAC) defines the total amount of time that rollers operators have to achieve density before the mix cools too much and becomes too stiff to compact.

MultiCool is one computer software tool that is available for free (asphaltpavement.org/multicool) that provides accurate estimates of the TAC. For maximum efficiency, breakdown rolling should begin at temperatures above 290°F for most conventional mixes.

When breakdown rolling begins at temperatures lower than 290°F, the risk of not achieving sufficient compaction is greatly increased.

It is extremely difficult to achieve maximum compaction if breakdown rolling has not started before the mix cools to 280°F. Warm mix asphalt (WMA) behaves similarly in terms of compaction, only at lower breakdown rolling temperatures and lower finish compaction temperatures. Because breakdown compaction of WMA starts at a lower temperature, there is often a slightly extended TAC when using WMA. Understanding that compaction is directly related to the mix temperature, extra effort should be put forth to maintain sufficient mix temperature during production, transportation, placement and compaction of asphalt.

Roller speed is equally important.

Empirical data tells us that maintaining a vibratory roller speed that is within the range of 10 to 14 impacts per foot will

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JOBSITE INNOVATIONS

Primary factors influencing the cooling rate of asphalt • Lift thickness: Thicker lifts hold heat much longer than thinner lifts. The heat retained in asphalt lifts is not a linear relationship, but an exponential one. For example, a 3-in. thick lift will retain heat for approximately four times as long (48 minutes) as a 1½-in. lift thickness (12 minutes) of the same mix placed under the same conditions.

• Base temperature also plays a significant role in how much time is available for compaction. For example, a glass of water will freeze much more quickly by placing it on a block of ice than by setting it on the middle shelf of a freezer with only cold air around it. This concept applies to placing hot mix on a cold surface.

Since there is relatively small mass of asphalt relative to the infinite mass of the colder base material, heat transfer from the asphalt mat to the base occurs quickly. Thin lifts cool fast!

• Mix production (plant) and delivery (trucks) temperatures are critical because these temperatures provide the initial temperature at which rapid cooling begins when the mix comes in contact with the aggregate base. Lower production and mix delivery temperatures mean it will take less time for the mix to cool.

achieve both density and smoothness results.

What are impacts per foot, and how is roller speed and impacts per foot related? Before answering these questions, an operator should understand that steel drum vibratory rollers have two basic settings when it comes to compaction – amplitude and frequency.

Amplitude can be thought of as how ‘hard’ the drum hits to impart compactive effort to the mat, or the compactive effort transferred from machine to mat.

A rule of thumb is that most rollers will be set in a low amplitude setting for lift thicknesses of 2-in. or less. Typically, less than 1-in. thick would be static rolling, meaning vibration is turned off completely. For lifts 2-in. or greater in thickness, generally a higher amplitude setting provides the most effective and efficient breakdown compaction.

Frequency is how often the drum hits the mat as the roller travels down the road. In vibratory mode, the drum is moving up and down at a certain number of vibrations per minute as the roller moves forward. Thus, the speed of the roller will determine how many impacts will be made per distance traveled. The optimum target is 10-14 impacts per

foot. If the roller is going too fast for the speed of vibration, or frequency, there will be ripples in the mat. These ripples are indications that density is not likely to be achieved and they are a sure sign that smoothness specifications will not be met.

Always remember that higher amplitude settings are associated with lower frequency settings on rollers equipped with multiple selections for amplitude and frequency. Always consult the operator’s manual for settings.

When it comes to roller speed, the operator must know what frequency the machine is running at in order to determine the roller speed that will deliver 10 impacts per foot. Some rollers are equipped with gauges that indicate impacts per foot, however, these gauges are generally not very accurate and often become non-functional over time.

A simple calculation to determine the proper roller speed is to first know or measure the frequency setting of the roller. The operator’s manual should state the frequency settings. Alternatively, there are various tachometers on the market that can measure frequency in the field, more expensive reed tachometers, or inexpensive, but sufficiently

• The ambient air temperature has a lesser effect on the cooling rate of asphalt mix, however, if the ambient air temperature is combined with wind, heat is now being lost to the base through conduction (contact with base) and to the air through convection. Higher wind speeds combined with lower air temperatures will quickly cool the asphalt mix.

• Finally, solar-radiant flux is the net heat loss from the asphalt that is the difference between the heat absorbed by the pavement from the sun’s rays and the heat that radiates off the mat into the air. Simply stated, this means that direct sunlight will reduce the rate of cooling of the mix.

This effect is relatively minor.

Source: Hot Mix Asphalt Paving Handbook 2000, US Army Corps of Engineers; pp. 177-179.

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There are three phases of a rolling pattern: breakdown, intermediate and finish.

Any phase can involve one or more rollers but the goal is to acheive the majority of the density in the breakdown phase when the mix is hottest.

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accurate, dial tachometers. Once the frequency is determined in vibrations per minute (VPM), simply divide that number by 10 to determine the roller ground speed in feet per minute.

There are three phases and a common arrangement for a typical highway job rolling pattern. The first phase is the breakdown phase, which is followed by the intermediate phase and then finish rolling. Any phase of compaction can involve one or more rollers. The goal is to achieve the majority of density during the breakdown phase of compaction when the mix is hottest.

Intermediate rolling should meet or exceed the final density requirement while the goal of finish rolling is to remove any roller marks left by the breakdown and intermediate rollers.

Rolling trains can be all steel drum rollers or a combination of steel drum and pneumatic (rubber-tire) rollers.

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In order to balance the roller speed with the paver speed, divide the roller ground speed by the number of breakdown roller passes required to cover the full width of the mat the required number of times to achieve the target density for the breakdown phase of compaction.

For example, if the roller frequency is set at 2,500 VPM and we divide by 10 to calculate a roller ground speed of 250 feet per minute (FPM), divide 250 by 5 to get an EFFECTIVE ROLLER SPEED of 50 FPM. Effective roller speed refers to the roller’s ability to keep pace with the paver. Remember, the paver is continuously moving forward, whereas the breakdown roller must travel back and forth on a specified number of times determined during a test strip. Since the roller must change direction at the end of each pass, we use an efficiency factor of 80% to determine an effective roller

If the roller is going speed of 50 x 0.80 = 40 FPM. too fast for the In this example, the paver speed speed of vibration, cannot exceed 40 FPM for the or frequency, there breakdown roller to keep up will be ripples in the and maintain 10 impacts per mat.

These ripples foot. are indications that Two essential things to density is not likely remember for compaction to be achieved and and establishing a rolling patthey are a sure sign tern are the TAC and a roller that smoothness speed and frequency setting specifications will that results in 10-14 impacts not be met. per foot. When calculating the TAC, consider these points: • Can we reasonably expect to roll this mix before it cools too much? Do we need more rollers, or a wider roller to get coverage faster?

• Based on the job conditions of lift thickness and expected air and base temperatures — what will be our time available for compaction? Use charts, past experience or software

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JOBSITE INNOVATIONS programs (MultiCool) to estimate a starting point.

Always verify results in the field by measuring temperatures.

• At what mix temperature should we ask the production facility to load trucks?

• Do we need to tarp trucks?

• How should we modify our rolling pattern based on the expected cooling rate? How much do we need to shorten the length of roller passes to cover the mat before it cools?

On a typical project, paver speed often dictates how fast roller operators will go. Roller operators want to keep up with the paver where the mix is hotter. This is why it's critical in the compaction process to establish a paving speed that will allow the rollers to maintain a speed that gives them 10 impacts per foot and allows them to complete their number of passes and stay with the paver.

If production requirements of tonnage per day don’t allow such a slow roller speed, consider adding more rollers to keep up with the paver and maintain 10 impacts per foot, otherwise, density and smoothness will suffer. It's usually more economical to add another roller and to keep up with the faster paver speed. The cost per ton of compaction is relatively small compared to the bid price Take time per ton (in-place), the mateto develop a rial cost, and almost every paving plan and other aspect of the laydown communicate with operation. your crew for the Caterpillar’s Paving Probest results. duction Calculator takes user inputs such as tons per shift, different roller sizes, lane

56

Thicker lifts will cool slower than a thinner lift, but the Time Available for Compaction (TAC) will still be important.

width and thickness, roller settings of amplitude and frequency, to calculate a balanced paving operation.

Check your numbers. It’s a tough balancing act between tons per hour placed by the paver and the ability of the rollers to keep up with the paver, but with a solid understanding of how to figure out roller speed, we can make sound decisions on what equipment and people we need on the job.

4

IDENTIFY ROOT CAUSES WHEN DENSITY IS NOT BEING ACHIEVED When density is not being achieved in the field, take a systematic approach that starts looking at the most likely and easiest to check possibilities and progress towards less likely and more difficult things to check. Some common troubleshooting situations are: • Mix temperature • Paver speed and roller speed (10-14 impacts per foot) • Verify roller settings of Amplitude, Frequency, Speed Equipment not working as expected (low VPM, no vibe) • Nuclear gauge not calibrated/out of calibration • Sand changes at plant can affects theoretical maximum density, VMA • AC content, fines return at plant, gradation

5

PLAN FOR UNPLANNED EVENTS Always have a Plan B ready to go.

Know ahead of time what your options are instead of losing valuable time and quality trying to make a decision on what to do when problems arise.

What if the plant breaks down and it will be at least an hour or more? What if there is an equipment failure? There are many other “what if” examples to plan for, and spending time beforehand investigating options will provide you with actionable plans to execute at a moment’s notice. These situations are when the communication protocol discussed earlier becomes extremely valuable.

It doesn’t take long to develop a paving plan. Just remember, TAC is based on mix cooling rate and always maintain at least 10 impacts per foot with your steel drum rollers. Take the time to develop a paving plan and communicate it with your crew. Be clear on who is responsible for each aspect of managing density and enjoy the success that comes with working as a team and taking pride in your work.

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For more articles on pavement defects, visit ForConstructionPros. com/12188306.

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JOBSITE INNOVATIONS |

BY LISA CLEAVER, EDITOR

Maine’s I-395 Gets a Rut-Resistant

RECONSTRUCTION

The Lane Construction Corp. overcomes time constraints, lane closure hurdles and the challenge of nearly 30 ramps in a 5-mile span to complete this project safely and on time

nterstate 395 is a five-mile-long auxiliary Interstate Highway in the Bangor, ME, area. The western end of the route is a cloverleaf interchange with I-95 near downtown Bangor.

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The Lane Construction Corp., based in Cheshire, CT, was tasked with reconstructing this road to provide a smooth and safe surface for the many vehicles that travel its length daily.

“It was definitely time to replace the wearing surface and with some rutting, a mill and fill was the right treatment,” says Brian A. Raymond, senior plant manager with Lane Construction.

One of the first challenges the company had to overcome was the traffic volume. “I-395 runs through major areas of both the city of Bangor and the city of Brewer,” says Raymond. “Local traffic levels were very high and special scheduling to accommodate commuter

Due to high traffic volumes on the road, a polymer modified asphalt was used because of its rut resistance.

traffic as well as increased traffic due to major concerts and festivals had to be planned into the project.”

Because of this, all work was conducted at night and planning ahead was essential.

“With many different time constraints on different ramps and different days, planning ahead was vital to the project,” says Operations Manager John Byers. “Every night, a lot of work went into making sure lane closures were off the road before the specified time due

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JOBSITE INNOVATIONS to large amounts of morning traffic and increased fines. Our job superintendents, Chris Randall and Adam Laird, planned and executed these closures well.”

RUT-RESISTANT MIX Lane Construction began milling the two-lane highway on June 5, 2016.

Mainline milling included both eastbound and westbound lanes, each 12.5 feet wide, milled 2 inches deep.

After milling, an asphalt sealer was applied to the cracks in the milled surface. Next a shim layer of pavement, which was used a leveling course for the surface pavement, was placed at ½-inch thick.

Due to large traffic volumes, all work on the I-395 project was conducted at night.

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For the wearing course, a 12.5mm mix with polymer modified asphalt was used.

“The Maine Department of Transportation chose polymer modified asphalt for this project because they feel it has proven to resist rutting better than traditional asphalt mixes due to the higher traffic volumes and lane merging on this section of highway,” says Raymond.

Lane Construction used the Hamburg Test during HMA production.

Samples were taken at the plant during production and are prepped for the asphalt pavement analyzer, which runs a wheel across the sample for a determined amount of cycles. This is to test how susceptible the mix is to rutting.

“These tests will be able to show us if there is correlation between the Hamburg results and the durability of the road over time,” Raymond says. “The ride on the project is very good and we are expecting to receive a bonus for it.”

The bridge was milled full width at 1.5 inches deep, then paved with the same mix as the rest of mainline.

A total of 29,850 tons of asphalt was placed during the project, which was completed on November 23, 2016.

IMPROVING JOINT DENSITY While paving the mainline, crews used a Carlson Vibratory Beveled Edger with a Compactng Sled to aid in compaction on the joint. Maine DOT also took acceptance cores in random locations.

“The centerline joint sled aided in compacting the centerline joint which is often a problem area in pavement

RAMP CHALLENGES In the 5-mile span that was the I-395 project, there was a total of 29 ramps to be milled and paved. All ramps were milled at 1.5 inches deep and received 1.5 inches of 12.5mm polymer HMA. “With 11 on/off ramps in the first 2.5 miles of the eastbound side, a lot of work had to go into setting up lane closures to make it safe for our workers and the traveling public,” says Byers.

On seven of the ramps that merged with I-95, an 8-foot shoulder was also added on the right side.

“This included removing curb and overburden then filling with gravel to the correct slope,” says Byers.

Tree clearing and highway light moving was also done in these areas prior to the shoulder widening. The widening received 3 inches of base 12.5mm HMA and 1.5 inches of surface HMA. “This project forced us to schedule things differently than a lot of projects due to the time restrictions,” says Eric Ritchie, assistant district manager for Lane. “The knowledge we gained from both the lab testing and the centerline joint construction will be very useful going forward.

“The I-395 project would not have been completed if it wasn’t for the hard work of everyone involved,” he continues. “We had many experienced people on this project which allowed us to complete the work in a timely fashion.

From the Department of Transportation management, to our dedicated subcontractors, Lane management to crew and traffic control personnel, everyone pitched in to get the job done in a safe manner as well.” AC

failures,” says Raymond. “The sled helped get the compaction in that area and increase joint density to make it more durable and be less likely to fail before the rest of the pavement.”

Other equipment used on the I-395 project included: Wirtgen milling machine; Weiler E2850 material transfer vehicle; Roadtec RP 190 paver with Carlson screed; Hamm HD110 roller, Hamm HD90 roller, Caterpillar CB54B roller and Caterpillar PS360C pneumatic roller.

Also included on the mainline paving was the Veteran’s Memorial Bridge which spans the Penobscot River. The bridge spanned 1,575 feet and was approximately 54 feet wide on both Eastbound and Westbound lanes.

For more information on Lane Construction, visit ForConstructionPros. com/12286797.

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JOBSITE INNOVATIONS BOMAG BW141AD-5 and BW151AD-5 Vibratory Rollers The BW141AD-5 and BW151AD-5 tandem vibratory rollers offer 59-in. and 66-in. working widths with up to 17,760 lbs. of centrifugal force.

• Operator’s platform offers a spacious working area with optimal all-around views • Adjustable, multi-position seat rotates and slides laterally to both side positions • 73.2-hp Kubota water-cooled, Tier 4-compliant diesel engines • ECOMODE controls engine speed based on load • Crab-steer offsets the rear drum up to 6.7 in. in either direction Search: 11176441

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ASPHALT CONTRACTOR MARCH/APRIL 2017 www.ForConstructionPros.com/Asphalt

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• 99-hp Kubota Tier 4i diesel engine • 8- to 15-ft. Legend 816HD electric screed • 9-ton receiving hopper capacity • 12-in. AISI 4140 steel alloy cast augers with under auger cut-off gates Search: 12273426

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• 10-ft.+ averaging ski acts as a rolling straightedge • Flat Tooth Cutting System grinds material • Available with carbide and diamond bit options • Cutting widths of 24, 36 and 48 in.

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JOBSITE INNOVATIONS

Caterpillar AP500F/AP555F Asphalt Pavers The wheeled AP500F and AP555F with Mobil-Trac undercarriage feature advanced, easy-to-use control technology and quick-heating electric screeds.

• 144-metric-hp C4.4 ACERT Tier 4 Final engine with Eco-Mode setting and automatic engine-speed control • AP500F available with six-wheel drive, as well as a front-wheel assist or four-wheel-drive option • SE50 V (vibratory-only) screed offers a 21.3-ft. maximum paving range and the SE50 VT (vibration and tamper-bar) screed provides 26.3-ft. widths • Integrated generator brings the screed to proper temperature in about 15 minutes • Touchscreen, high-visibility color displays with user-friendly options for accessing available control system technology Search: 12185721

Volvo P7110B and P7170B Tier 4 Final Pavers The P7110B tracked and P7170B wheeled pavers offer 360° visibility, improved fuel efficiency with 12+ hours of continuous runtime without refueling and options to enhance productivity and mat quality.

• Volvo D8J, 8-liter, Tier 4 Final engine uses continuous passive regeneration and boasts a more than 5% improvement in fuel efficiency • Press of a button extends the two-stage, 42-in. hydraulic tunnels, allowing head of material control without bolt-on extensions • Include a range of screed options and a four-sensor material flow system • Choice of two control consoles for operation from the left or right sides • Side air vents and a slightly higher seat improve operator comfort Search: 12185798 Search: 10074524

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ASPHALT CONTRACTOR MARCH/APRIL 2017 www.ForConstructionPros.com/Asphalt

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Carlson CP75 Commercial Class Paver The CP75 commercial class paver features a 74-hp Cummins Tier 4i engine delivering more power, improved fuel economy and high torque.

• Electrically heated EZC813 screed with an 8- to 13-ft. standard paving width or optional 8- to 15-ft. EZC815 screed • Screed-mounted controls provide an intuitive platform that keeps the controls relative to the operator • One-piece forward tilting hood and forward access panel over the

hopper for easy maintenance and serviceability • Built with heavy-duty replaceable floor plates, hardened steel auger flights and a rebuildable platform Search: 12087872

Roadtec RP-170e Paver The 174-hp RP-170e rubber-tire 8-ft. highway class paver features a 6-ft. 4-in. wheelbase designed to offer greater maneuverability without sacrificing traction or pushing power.

• 10-ft. 5-in. hopper width with a 11.5-ton capacity • Tight turning radius of 30 in.

• Anti-segregation design with 16-in.-diameter augers that can be hydraulically raised, lowered or tilted • Dual operator stations hydraulically swing out beyond the sides of the machine • Comfort Drive operator system with fingertip controls and tilt steering wheel • Can accommodate numerous screed options to match paving needs Search: 12287505

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PRESERVATION UPDATE

Milling Old Asphalt Key to Runway reconstruc

Lois Kay Contracting performs its largest milling job of 2016 at the Detroit Metropolitan Wayne County Airport using 3D technology

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t was almost as though the $225 million runway that the Detroit Metropolitan Wayne County Airport (DTW) had added in 2001 was jinxed from the get-go. Expected to last 30 years, Runway 4L/22R had issues arise

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a mere three years later when cracks and flaws in the concrete required maintenance to restore the smooth landing surface. In fact, other concrete paved surfaces constructed in that time frame in Michigan and beyond had similar problems, as the Detroit Free Press reported.

The problem was identified as alkalisilica reaction, or ASR. ASR causes concrete to expand and crack when exposed to moisture over time.

Explanations on how ASR forms include the new cement manufacturing standards because of new environmental

standards, highly reactive sand and the widespread use of winter deicers on runways and roads.

The Federal Highway Administration says in one of its fact sheets that ASR is a widespread problem and major cause of "concrete deterioration" in the lower 48 states and in other countries.

ASR happens when the crushed stone, sand or other materials that make up concrete, react with cement paste that has a high level of alkalinity when moisture is present. The reaction produces a gel, which swells and expands the concrete, leading to cracking

ASPHALT CONTRACTOR MARCH/APRIL 2017 www.ForConstructionPros.com/Asphalt

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‹ On this project, the key role of milling the old asphalt base under the existing concrete runways and taxiways and ensuring a consistent, accurate grade for a new three-inch lift of HMA went to Lois Kay Contracting, Saginaw, MI.

uction

and other damage. That damage is compounded as more areas are opened to moisture.

After years of maintenance on the runway, the Wayne County Airport Authority decided it was necessary for a partial runway reconstruction of Runway 4L/22R and associated taxiways. The project called for replacement of the top layer of concrete and a small portion of HMA base under the concrete. The nearly 3½-foot thick structure is built in three layers — 17 inches of concrete, 9 inches of asphalt and 16 inches of crushed stone. The runway is substantial

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because it is 10,000 feet long (almost two miles) and it is where the jumbo jets, such as the Boeing 747 wide-body commercial jet airliner and cargo aircraft land.

TIGHT TIMEFRAME The Airport Authority had allotted a tight 180-day schedule in order to minimize the disruption. DTW is a major international airport in the United States and one of the largest air transportation hubs in the country. In terms of aircraft operations (takeoffs and landings), Detroit Metro is one of the

10 busiest airfields in North America.

Runway 4L-22R is one of four parallel runways and among six total runways at Detroit Metro. To say the Wayne County Airport Authority was nervous about taking a major runway out of service for six months would probably be an understatement.

The complete runway reconstruction project included the asphalt shoulders, and Taxiways A and Q. The reconstruction of the associated taxiway system is designed to provide a safe connection for aircraft from the runway to the passenger terminals at the Detroit Metro Airport.

In total, the project encompasses 6.5 miles of airfield pavement.

"Basically, what we're doing is building a runway on the same footprint as the existing runway," says DTW spokesperson Michael Conway. "We're not lengthening it, we're not shortening it, we're not moving it, we're rebuilding it in place."

Ajax Paving Industries, Inc., Troy, MI, was the prime contractor for the project along with Dan’s Excavating, Inc., Utica, MI, who was responsible for removing the top concrete layer. The key role of milling the old asphalt base under the existing concrete runways and taxiways, and ensuring a consistent, accurate grade for a new three-inch lift of HMA, went to Lois Kay Contracting, Saginaw, MI. Lois Kay Contracting was established in April 1980 by Lois Kreager. The company established itself by working on MDOT projects throughout the state. With over 30 years of milling experience, the company has a MDOT pre-qualification rating of $9 million in the milling classification. The company’s milling machine fleet currently includes five Roadtec RX-900e cold planers with 7’2” drums, two Roadtec RX-700e milling machines with 6’6” drums and a variable width 2- to 4-foot Roadtec RX-400e milling machine. Additionally, they own four Wirtgen W 600 DC mills with 2-foot drums.

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PRESERVATION UPDATE

Advantages of 3D Milling The big advantage for 3D milling is gaining increased production, as you can leave surfaces that are on design in place. Another big advantage is smoothness improvement.

It’s actually much easier to create that smooth surface with the mill, then go out with the paver and lay a fixed thickness of asphalt.

Trying to smooth out a waved surface with a paver is difficult.

Milling it smooth first prevents this problem and saves material.

3D milling can also help you mill more complex designs — for example, transitions and elevated curves. Imperfections in the existing surface do not affect the final product. Using 3D technology does not copy existing topography.

It’s using planned data that is optimized by engineers; hence, any sort of waves or other uneven areas will be corrected regardless what the actual surface looks like. The technology allows precise redesign of roads in the field, saves material on the upper layers and ensures constant thickness, which is fundamental for longterm quality.

The surface prepared by a 3D-equipped milling machine is very accurate. It provides more room to correct imperfections, but the specs have become a lot more difficult to meet as project owners strive to cut costs. The spec required for the finished surface hasn’t changed — you now have to mill to grade accurately to ensure you can make spec in one shot instead of two.

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“We spent the first two weeks of the airport project milling off the 35-footwide shoulder on Runway 4L/22R and associated taxiways” stated Ron Coffel, estimator/project manager for Lois Kay Contracting. “For the entire project we removed 475,000 square yards of asphalt shoulders, base and overlays in addition to 350,000 square yards of 3D profile milling with four RX-900e machines running at various locations throughout the site.”

Roadtec RX-900e milling machines are equipped with Caterpillar 950-hp engines and are considered heavyduty, high production machines by the manufacturer.

“I like the RX-900e because it’s a powerful mill,” Coffel says. “And our three-track machines are more maneuverable, lower in weight and have less maintenance.”

3D MACHINE CONTROL Each of the four mills running on the job had its own three-person crew — a machine operator, supervisor and a ground support person. The milling machines were equipped with 3D machine control that was designed to provide precise cutting depth of the mill to minimize over-cutting.

The system uses a 3D design model, a total station and on-machine sensors to mill at a fixed or variable depth, depending on job specifications.

The 3D design is displayed to the machine operator showing areas that are on, above, or below ideal grade.

Comparing the actual drum position and slope with the digital design, the machine control system automatically guides the milling drum to cut the ideal depth and slope without string lines or manual adjustments.

The Roadtec RX-900e milling machines feature a maximum 14-inch cutting depth, but for this runway project Lois Kay Contracting was profile milling to depths of 3- to 5-inches. An approximate 200,000 tons of milling was performed by Lois Kay Contracting on the Detroit Runway 4L/22R project.

“We had a couple of challenges with the Detroit Metro runway project,” states

Coffel. “We had a tight timeline that we stayed ahead of and completed our portion of the project ahead of schedule. We were able to do this with our solid high production equipment, and of course, our hard working crews.

“The second challenge … with Michigan weather being as unpredictable as it is, we needed to hit it hard and have maximum production when the weather was good. We received some rain during the stretch of the project but we worked around it.”

The complete reconstruction of Detroit Metropolitan Wayne County Airport Runway 4L/22R and associated taxiways is nearing completion. The Airport Authority is likely sighing relief.

“With our part of the runway rehab

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done, I can look back and be proud that a company of our size could take a controlling role in an important project of this magnitude and scope,” Coffel concludes. “I believe we performed very well on what was easily our largest milling project for the 2016 season.”

For DTW, there will likely be renewed confidence that 747 jumbo jets, which carry 416 to 660 passengers, depending on configuration, will be safely landing on its Runway 4L/22R air strip. AC

For this runway project, Lois Kay Contracting was profile milling to depths of 3- to 5-inches.

For more information on 3D milling and its benefits, visit ForConstructionPros. com/12293192.

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PRESERVATION UPDATE |

BY LISA CLEAVER, EDITOR

New Milling Machine Enhances Contractor’s Production Rowe Construction Group enlists the services of its new milling machine on a challenging mobile home park project

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arl J. Rowe is a third generation asphalt paver and business owner of Rowe Construction Group, based in La Porte, IN. The company traces its history back to 1968 when it started providing civil construction solutions to the Northwest Indiana Region.

Rowe’s grandfather started the business in 1968, and his father worked and learned the trade for many years. “My father started Rowe & Sons Asphalt in the 1980s and has earned one of the best reputations in the area for asphalt work,” Rowe says. “I earned my Construction Engineering Management degree from Purdue University and went to work for a large company down South overseeing a $65 million a year paving division until finally returning home and starting my own company.”

With his knowledge for doing larger projects tied in with his high quality standards, Rowe says his experience learning the trade in the field and from his father helped make his decision to start Rowe Construction Group in 2014.

“Our paving and consulting services can be applied to county and city repair work, parking lots, residential solutions and everything in between,” says Rowe.

Services provided include: county & city road repairs, walking trails and cart paths, asphalt resurfacing & patching, site work, parking lots, crack sealing, asphalt milling, sealcoating, decorative asphalt, tennis/basketball courts, athletic fields and more.

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The company’s client list includes state, county and local governments and agencies; general contractors; commercial, residential and industrial developers; and private businesses of all sizes. It also does many large residential driveways as well.

Primarily the company focuses on work in LaPorte, Lake, Porter, St. Joseph, and Elkhart Counties in Indiana, but it also performs large box store projects for four of the larger national paving contractors in the United States.

“We have paved at the Grand Ole Opry Shopping Center next to the

Rowe Construction used its new Cat PM622 Milling Machine to mill out 2,100 tons of material in just nine hours on a deteriorated roadway in a mobile home subdivision.

Grand Ole Opry in Nashville, TN, which is the furthest project from home we’ve completed,” says Rowe. “We’ve also performed projects in Ohio, Wisconsin, Michigan, Illinois and Indiana, in the previous two paving seasons.”

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PRESERVATION UPDATE

Caterpillar PM620 & PM622 Milling Machines Introduced at last year’s World of Asphalt show, the 73,260-lb. PM620 and 74,580lb. PM622 half-lane milling machines feature Standard Automatic Load Control.

• 79- (PM620) and 88-in.-wide (PM622) high-production rotors provide a 13-in. maximum cutting depth • Cutting chamber design streamlines material flow, reduces wear on the chamber and has enhanced flush cutting capability • Includes three keypad-controlled cutting speeds to match the rotor rpm torque with jobsite conditions • Four-post design with auto-leveling function provides smooth height adjustment without stepping • Operator’s station includes dual operating controls including joystick steering/propel lever, upper conveyor controls and rear track steering controls • 630-gross-hp C18 ACERT turbocharged, six-cylinder diesel engine meets Tier 4 Final standards and is iso-mounted to reduce vibration • Standard four-mode steering and truetracking alignment function • Fully hydrostatically driven by two variable-displacement propel pumps supplying oil to variable displacement motors on each track • Propel lever/steering joystick provides infinite control of the travel speed • Available integrated Cat Grade Control

MILLING 2,100 TONS IN 9 HOURS On a recent project, Rowe Construction Group enlisted its new Caterpillar PM622 milling machine. The project involved three different roadways and two cul-de-sacs in a subdivision/mobile home park.

“We were removing down to base rock to pave back 5-inch binder and surface,” says Rowe. “The mill depth was

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anywhere from 5 to 7 inches throughout.

We consistently milled around 135-150 fpm and even hit over 200 fpm in some of the straightaways while trying to test out the machine’s potential.”

Because the asphalt was deteriorated and the curb and gutters were heaved up or down and inconsistent, it would be a challenge with most mills to maintain depth, says Rowe. With the new PM622, however, they were able to mill approximately 2,100 tons in nine hours.

Before purchasing the PM622, the company used a 2000 Cat/Bitelli PM200 6.5-foot mill. The selection process took some time and effort, says Rowe.

“We demoed another manufacturer’s machine on a large Wal-Mart job in Lafayette, IN,” he says. “It was approximately 5,200 tons over 500,000 square feet. We were in the market to purchase a new milling machine because our PM200 wasn’t reliable enough for jobs of that size.

“My crew and I fell in love with the first machine we demoed, and when I told our local Cat representative about my intentions of purchasing, he told me that the new Cat milling fleet would be soon available. Unfortunately, it didn’t line up with our purchase/need timeline.

“After comparing specs and the dealer,

MacAllister Cat, taking me to view a Tier 1 release of the PM620 in Virginia in action, I knew that I wanted to give them a shot at pricing one to me,” he continues.

“One of the paver specialists with the dealer was able to get my hands on a Tier 1 release that was not spoken for from another dealership in Pennsylvania.

“After the first day with the PM622, my crew all had smiles on their faces and said that they liked it,” he says. “We were all overwhelmed with the production.

We’ve had the machine moving over 200 fpm but usually mill around the 140-165 fpm range when we get on a long stretch (even at 6 inches).”

ENHANCED PRODUCTION FEATURES Rowe says his favorite feature of the PM622 is the immediate conveyor speed control and joystick boost, which helps speed up production tremendously.

“When the truck drivers can’t keep a consistent speed with the mill, before you would have to come to a stop or slow down. It was a constant game of tugof-war and killed production,” he says.

“Now, I can just push an up-or-down button to control the distance/speed we throw from the conveyor. Or if the truck pulls away before I push the button, I can simply push the joystick in on the

ASPHALT CONTRACTOR MARCH/APRIL2017 www.ForConstructionPros.com/Asphalt

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Rowe says his favorite feature on the PM622 is the immediate converyor speed control.

conveyor control and it immediately speeds the conveyor to max speed, which prevents throwing grindings at the back of the truck.”

Rowe says there are other technologies on the new mill that also increase efficiencies and production. “The transition mill, conveyor speed and water control are all immediate to control,” he says.

“The pause button stops the machine and stops the conveyor after a user defined preset of time before shutting off while making truck interchanges or job stops. It returns to previous working speed and functions when deactivated to allow for consistent milling.”

The amount of on-mill storage, the power sun canopy and the dust abatement vacuum are also notable features.

The inboard averaging skis on both sides of the machine are also a great feature. “We have used this feature several times when up against an inconsistent curb or gutter pan without having to turn the machine around and mill the other way,” says Rowe.

The ground controls are also a huge improvement over their old model. “Whenever I am not personally operating up top, my lead ground guys are able to help the operator up top with steering, leveling the machine when necessary and even moving the conveyor in any direction,” Rowe explains. “The grade control touch screen takes a little getting used to instead of using the dials on machines in the past, but once you get proficient, you no longer miss the turn-dials for depth control.

“When we get up tight against a building or any other objects, my ground men are able to remove the grade control box and walk to the back of the machine and still maintain operation,” he says. AC

For more information on these machines, visit ForConstructionPros. com/12186872.

Search: 12176784

www.ForConstructionPros.com/Asphalt

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PRESERVATION UPDATE VSS Macropaver 12B The VSS Macropaver 12B truck-mounted slurry/microsurfacing machine offers an average output of 3 to 4 tpm.

• 12-cubic-yard maximum aggregate capacity • EZ-OP Monitoring System included • Hydraulic fail-safe automatic materials sequencing • Seal Lock hydraulics • Fines feeder power and drive system offers increased power and a simpler, robust design • Tier III Low Emissions John Deere Engine • 850-gal. water and emulsion tanks Search: 10085540

Dynapac PL350TD Compact Planer The PL350TD mills 13.8 in. wide to a depth of 3.9 in. with a cutting diameter of 20.5 in.

• Left and right steering angle of 75° and a 3.9in. milling radius • 60-hp Cummins B 3.3 engine • Easy Level system controls slope regulators, ultrasonic sensors and height sensors for accurate leveling during daily milling • Automatic mode for the conveyor belt and water spray bar

Western Emulsions PASS QB

Search: 10834347

Ring-O-Matic Crack Cleaner

Unit is designed for fog seal applications.

• Rejuvenates and seals to extend the life cycle of asphalt pavements • Prevents weathering of the pavement surface by preserving the fine surface aggregate particles • Scientifically formulated with cationic emulsifiers • Won't track or bleed when cured • Available and formulated for nighttime work applications at lower ambient temperatures

Construction contractors, paving companies and city crews can use the Ring-O-Matic Crack Cleaner for applications such as expansion joint prep work.

• Gives anyone the ability to scour any crack or crevice clean with high-pressure water in a wide array of applications – without splatter from detritus, soil or other debris • Wheeled carriage positions a jet of high-pressure water from a rotary nozzle at optimum height above the surface being cleaned • Brush-like skirts on the carriage create a shielded environment around the unit while it vacuums the water and debris into a vac-ex unit’s storage tank

Search: 10160395

Search: 12283149

Roadtec SX-6e/ex Soil Stabilizer-Reclaimer Roadtec’s SX-6e/ex is designed to cut up to 20 in. deep and 100 in. wide.

• 600-hp Cummins QSX15 six-cylinder, Tier 4i diesel engine • Air-shift transmission for the four cutter speeds enables shifting to different rpms on the cutter drum depending on the application • Variable geometry cutter housing arrangement can position the cutter in a way that promotes material sizing and flow • Hydraulically controlled suspension allows depth of cut to be selected via push button • Fully-enclosed operator compartment (with heat and air conditioning) shifts 18 in. to the right of center and the operator seat slides laterally and swings 90° for increased visibility Search: 12019316

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ASPHALT CONTRACTOR MARCH/APRIL 2017 www.ForConstructionPros.com/Asphalt

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Get fast, relevant product information in the Buyers Guide at ForConstructionPros.com

Bergkamp MA30 Frictional Mastic Surface Treatment Applicator The MA30 Frictional Mastic Surface Treatment Applicator allows contractors and government agencies to apply these materials over highways, roads, parking lots and airport runways to protect the surface and extend the life of the pavement.

Caterpillar PM620 & PM622 Cold Planers The 73,260-lb. PM620 and 74,580lb. PM622 half-lane milling machine perform controlled full-depth removal of asphalt and concrete pavements in a single pass.

• 79- (PM620) and 88-in.-wide (PM622) high-production rotors provide a 13-in. maximum cutting depth • Three keypad-controlled cutting speeds match the rotor rpm torque with conditions • Standard Automatic Load Control • Operator's station includes dual operating controls including joystick steering/propel lever, upper conveyor controls and rear track steering controls • 630-gross-hp C18 ACERT turbocharged, six-cylinder diesel engine meets Tier 4 Final standards and is iso-mounted to reduce vibration Search: 12186872

• Steel 3,000-gal. material tank, which contains a hydraulically driven, fullsweep ribbon mixer with counterflow mixing technology that keeps the aggregates in suspension • In-cab controls allow the driver to operate all systems, including the mixer start/stop/reverse and spray bar start/stop, height and width, side-shift and individual nozzle controls • Easy-access mastic strainers protect the pump and spray nozzles from clogging and potential damage by aggregates and solid material • Low-pressure system operates at less than 40 psi.

• Single or dual pump operation, with over 100 gpm delivered through the spray bar in single pump mode and over 200 gpm delivered in dual pump mode • In dual pump operation, the product loads in less than 30 minutes Search: 12055510

Wirtgen WR 240i Recycler/Stabilizer

BOMAG BM 2000/75 & BM 2200/75 Cold Planers Unit feature a wide range of milling drums, unique maneuverability and large conveyor belt slewing swivel angle making them popular and reliable choices for smaller projects.

• Standard width of 2,000 mm or 2,200 mm and a maximum milling depth of 350 mm • BMS 15 exchange holder system allows for lower operating costs Search: 12289197

The WR 240i stabilizes large areas of incohesive soils utilizing any stabilizing medium, and recycles 100% of existing asphalt pavements in situ.

• Working width of 7 ft. 10 in. and maximum working depth of 20 in.

• 600-hp Cummins six-cylinder Tier 4i engine • Nine rotor speeds aided by computercontrolled metering technology with automatic monitoring • All-wheel steering and a separate steering angle on the rear axle for a tight turning radius • All main functions controlled via the multifunctional joystick in the right-hand armrest • Automatic lowering and raising of the milling and mixing rotor Search: 10942294

MicroTekk Microsurfacing Treatment The MicroTekk system combines a unique process and materials to increase a pavement’s durability and delay or mitigate cracking, while extending the life of the micro-surfacing layer.

• Increased workability • Extended construction window • Less aggregate and water sensitivity • Short-term raveling resistance Search: 12130835

www.ForConstructionPros.com/Asphalt

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CLASSIFIEDS ASPHALT PLANTS · · · · ·

· · · · ·

Astec 400 TPH Port.

Counterflow Plant CMI 400 tph portable counterflow plant Astec 350 tph port. parallel flow drum plant Astec 400 tph duo drum mix asphalt plant Astec 300 TPH Astec Double Barrel Drum Mixer, Baghouse, controls Gencor 300 tph counter-flow drum and baghouse ADM 110 tph portable drum mix plant Terex 150 TPH Portable Counterflow Drum Mix Plant Barber Greene DM-55 drum plant ADM 100 tph stationary drum mix plant

PUMP PACKING Stop your pumps from leaking!

FOR SALE

Bituma 100-Ton Silo

✔ Bituma Silo; weigh

hopper

· · · · · · · · · · · ·

Dillman Duo Drum System 7000# Stansteel batch plant Astec 150 ton silo/slat Astec 75 & 100 ton self-erect silos 80,000 CFM Stationary Baghouse Gencor 48,000 CFM Baghouse Astec portable five bin cold feed ADM 2005 300 tph slat conveyor Almix 120 TPH drum mixer with baghouse and controls Six bin cold feed system Four bin cold feed system Two bin cold feed on portable frame

Pre-cut packing sets proven within the Asphalt Industry.

Viking®, Roper, Rotan, etc.

Call Scott at 1-800-231-4209 www.rainsflo.com

✔ 300 tph rated

Bucket Elevator

Price: $29,500 USD, As-Is-Where-Is Clark Loney 888-220-1277 • Fax 707-929-0569 Email: clark@asphaltequipment.us www.asphaltequipment.us

Paving Fabric Installation Machines Telescoping 1’-19.5’ Grizzly 600T & 1’-16’ Cub 300T 6 Patents Install Fabrics & Grids Virtually Wrinkle Free Mounts for Endloaders, Buckets & Oil Trucks Cuts Labor Costs & Speeds installation Time Roll Pullers™ for Truck Unloading - 3" & 4" cores

GAC® for 38 years "The World’s Best" www.gacco.com m@gacco.com • 619-222-5111

Please Call For Complete Inventory

Plant for sale? Call Clancy!

Serving the Asphalt Industry for over 45 years

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

Hillhouse Industrial & Marine

Cedarapids Rap Crushing Plant with model 40 impact mill, closed-circuit 4’x14’ screen, conveyors, semi-portable chassis, electrical controls ��������������������..............$73,240

info@rocksystems.com

Rock Systems_RS_2.indd 1

(916) 921-9000

2/14/17 4:10 PM

Service – 24 Hour Technical Support Old and New Systems – Most Manufacturers Field Service and Overnight Parts New And Used Batching-Loadout-Drum Systems Truck Scales – Scale Indicators Relocation-Installation – Start-up United States, Canada and International

603-566-4330

www.BatchingControls.com

PORTABLE COLD MIX ASPHALT PLANTS Stationary and Skid Mounted Plants also available

Tough • Dependable • American Made

To Ca da ll y!

76

Contact us today: 931-388-0626 • Columbia, TN See more Pugmills: www.PugmillSystems.com ASPHALT CONTRACTOR MARCH/APRIL 2017 www.ForConstructionPros.com/Asphalt

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CLASSIFIEDS

1.866.643.1010 ClearSpan.com/ADAC1

WE MANUFACTURE • WE INSTALL WE SAVE YOU MONEY buildings of 1,000 uses

Fabric Structures Natural Light & Low Cost Per Sq Ft

Hybrid Buildings Benefits of Metal & Fabric Buildings

Foundation Solutions Build Anywhere & Quick Construction

ZERO PERCENT FINANCING AVAILABLE

restrictions may apply

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 www.ForConstructionPros.com/Asphalt

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CLASSIFIEDS RAP-15088 Gentec 10 x 14 Stationary 8-Bin Coldfeed System

• 10 bin Gentec coldfeed system • 10 x 14 bin openings • 32’’ feeder with troughing idlers • 7hp Tasc drives • 2 bins equipped with grizzly’s • 30’’ collector

RAP-14964 PORTABLE PARALLEL FLOW DRUM PLANT

• Nominal 250tph • CMI 8x32 Drum mixer w/ Insulated shell, cradle chain drive, slinger inlet,

Recycle Collar and Hauck StarJet burner

RAP-15064 ASTEC PORTABLE RECYCLE BIN

• 9x14 Bin opening • Single axle • 30’’ Feeder portability w.

• 30’’ incline collector landing gear • Belt Drive TXT3 • Cable tray

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RAP-14418 NEW COLDFEED BINS

RAP-15098 ADM PORTABLE 3-BIN COLD FEED

• 9’ x 14’ bin opening • A-36 construction • Self relieving discharge opening

• Inclined collecting conveyor • Single axle portability • 8 x12 bin openings

• Support legs (extensions or piers will be needed) • Heavy duty adjustable radial gate

RAP-14655 CMI/TEREX E3 DRUM

• CMI Drum Frame (No Drum Shell) • SJ750 combo burner - SJLN04750

• Gas Train

• 24’’ feeder • Model year 1992 • Serial No. CFB25192

RAP-13797 STATIONARY BAGHOUSE

• 4 ½in X 9ft Bags (896 • Nominal 52,225 CFM Qty) 56 rows/16 row @ 5.5:1 • 9,495 Sq Ft Cloth • Stack Included No Fan

• 140’ overall length • Walkway and support structure • Bin extentions on all bins • Guard rail style bulkhead wall

RAP-15047 ASTEC 10’ X 40’ COUNTER FLOW DRYER

• Gravity Feed Inlet • Trunnion Drive • Hauck SJ750 Burner

RAP-15079 ASTEC PORTABLE DOUBLE BARREL DRUM MIXER

• Phoenix Burner • 8’ Barrel diameter

• Portable

ASPHALT CONTRACTOR MARCH/APRIL 2017 www.ForConstructionPros.com/Asphalt

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CLASSIFIEDS 



   

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







  

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

                       

       

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

www.ForConstructionPros.com/Asphalt

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CLASSIFIEDS Aggregate Designs Corporation Serving the Aggregate, Asphalt , Concrete & Mining Industries

Ph: 970-260-2435 www.aggdesigns.com

Gencor 400 UltraDrum - Counterflow Asphalt Plant

Astec 400 TPH Counterflow Asphalt Plant

COLLECT

Analyze

IMPLEMENT

$UCCEED The PaveSmart Grade Control System offers unique benefits

•PaveSmart newest upgraded survey Profiler/Design unit for road projects where elevation is not required-providing line of best fit.  DOT compliant inertial profiler for QA/QC smoothness testing • Surface profile data complies with DOT/FHWA specifications.

• Calculate areas of localized roughness for corrective work or bonus/penalty results.  Ride quality data reported under DOT ride quality specifications (IRI, MRI, HRI PRI, RN).

• Inertial profiling system data

combined with slope for 2D survey and corrected GPS for 3D survey.

• Use collected surface data to analyze existing surface and optimize design.

• Quickly create a design file with 2D or 3D survey data in conventional survey formats, but with higher resolution.  Design flexibility-resurvey surface to assess changes as project progress.

•The completed design is then loaded into the PaveSmart grade control system.

•The Pavesmart Grade Control installs in minutes on milling machines or asphalt pavers.

• PaveSmart system facilitates variable depth paving or milling.

• Portable for use on all different machines.

• Less time & cost to design and apply a smooth surface • Material savings avoid overruns • Flexibility to make immediate changes to project needs • Increased production no string lines needed If you have an airport or road paving/milling project requiring variable depth correction to achieve smoothness, accuracy or shape correction (cross slope correction); and are concerned with yield and restricted working conditions.

PaveSmart offers you a proven tool to successfully complete your project on time and within budget.

www.pavesmart.com 80

ASPHALT CONTRACTOR MARCH/APRIL 2017 www.ForConstructionPros.com/Asphalt

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INDEX Aggregate Designs Corporation

80

Homestead Valve Division

45

Almix

9

KPI/JCI Astec Companies

59

Asphalt Drum Mixers

28-29

LeeBoy

57

Astec Inc.

13, 42-43, 71

Libra Systems Corp.

62

BITCO Insurance Companies

25

Meeker

33

Calculated Industries

80

National Center for Asphalt Technology

81

Cargill

23

OMI Industries

35

Carlson Paving Products Inc.

83

PaveSmart

80

ChromaScape Inc.

73

Pugmill Systems Inc.

76

Clear Span Fabric Structures

77

R C Musson Rubber Co.

79

C. M. Consulting

81

R & D Trench Paver

79

Dillman

16-17

Reliable Asphalt Products

78

Earth Sales Group

15

Road Dryer

61

E. D. Etnyre & Co.

46

Roadtec an Astec Industries Co.

11, 84

E. T. Clancy Company

76

Sakai

64

Eager Beaver Trailers

39

SealMaster

49

Evans & Daniels Inc.

77

Superior Tire & Rubber Corp.

7,44

Fast Measure by KTP Enterprises

79

Systems Equipment Corp.

41

Gencor Industries Inc.

3

Tarmac International Inc.

65

General Combustion

19

Transtech Systems Inc.

31

Grand Bending

63

Volvo Construction Equipment

27

Green Way Products LLC

44

Weiler

53

Heatec Inc.

2, 47

Wirtgen America Inc.

5, 37

Hillhouse Industrial & Marine

76

“Hot Mix Asphalt, Paving the Highway to the Future”

C.M.Consulting

NEW COUNTERFLOW AND PARALLEL FLOW ASPHALT PLANTS FOR SALE Complete 8x40 BDM Parallel Flow Drum Mixer & Custom Built Stationary Asphalt Plant.

Made 25k tons since MAJOR o’haul by CMC including all new Controls. Located in Northern Nevada. *******************

We are proud to announce a new Division of Cliff Mansfield Inc.: C D Road Equipment Sales & Service.

Located in Swift Current Saskatchewan Canada. We operate from Manitoba west. As usual we will offer Plant Consulting, Operator training, Burner Solutions, Parts and plant trouble shooting. Please call with anything we can help you on. Our Canadian Division is in partnership with Mr. Doug Bleackley and will be offering the same knowledgeable "hands on" approach that we’ve been known for in the past.

Mr. Doug Bleackley CD Road Equipment S & S 313 Cowie Crescent Swift Current, SK S9H 4W1 Canada Phone: 306 741 1333 dougbleackley@sasktel.net

Our staff of qualified Field Technicians service and support anything we sell. From Mix Design Compliance to air quality compliance, from mechanical to computer issues, we can help.

MANY NEW AND USED ASPHALT PLANTS FOR SALE NEW - 1,000 gallon portable Asphalt Calibration Tank. Self-Contained..........Call.

Complete Systems ADP-100 GUI Blending Control.....................................Call.

2006 Cummins 275kW 480v Generator. 0 hours! Selling as USED...................Call.

Wylie 3140 AC Plant, Baghouse, AC tank Generator. Down & ready to move...Call.

2- Stationary 80,000 ACFM Baghouses in good operating condition............Call.

New, used and rebuilt Hauck burners. Burner Controls.....................Call.

Cliff Mansfield Inc. P.O. Box 407 Odell, OR 97044

Office 541-352-7942 Fax 541-352-7943 www.hotplantconsulting.com Search: 10072464

www.ForConstructionPros.com/Asphalt

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THE LAST EXIT

BY JESSICA STOIKES, ASSOCIATE EDITOR

The Road to the

FUTURE

Contractors should start positioning themselves for infrastructure upgrades in preparation for self-driving vehicles

T

he auto industry's embrace of self-driving technology has been accelerating fast, and those technological advances mean that by the time today's toddlers come of age, they'll likely never get behind the wheel of a car, according to Henrik Christensen, the director of the University of San Diego’s Contextual Robotics Institute.

“My prediction is that kids born today will never get to drive a car,” he told the San Diego Union-Tribune in mid-December. “Autonomous, driverless cars are not 10, 15 years out. All the automotive companies are saying within five years they will have autonomous, driverless cars on the road.”

What does that mean for our roads?

Upgrades. And sooner rather than later.

“This transition is happening a lot quicker than we anticipated,” says Ronique Day, a government transportation analyst in Virginia, one of several states studying ways for roads and cars to communicate.

Other states across the country are following suit, installing digital signage above lanes that will aid in communication when self-driving cars become an everyday reality.

The signs are a first step toward what

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highway planners say is a future in which self-driving cars will travel on technology-aided roads lined with fiber optics, cameras and connected signaling devices that will help vehicles move as quickly as possible — and more safely.

While concrete and asphalt have long been the simplest solutions to easing congestion or meeting the need for extra road capacity, these technological advances have created new opportunities for addressing challenges. We are going to have to develop a smarter highway.

So far the infrastructure behind these autonomous vehicles is lacking, however, having been built into just a few miles of highway in a handful of states.

HOW WILL IT BE DONE? The first step will be deciding how to communicate with cars as an array of automakers and tech companies independently have developed autonomousdriving technology. No common standard has been established for how a new generation of smartcars will receive information from smart roads — or how they will handle alerts once they get them.

Policymakers looking for blueprints on designing smart highways should look to the states that are currently piloting studies on their roadways like Virginia, California and Utah.

Utah is undertaking a test of the technology on a stretch of Salt Lake City’s Redwood Rd, a major north-south commuter route. Sensors on traffic lights connect to public buses and can adjust red and green signals to help buses stay

on schedule.

Highway researchers say their biggest hurdle is ensuring they have technology that can work.

Road connections to cars have mostly used dedicated short-range communications, or DSRC, a wireless link commonly used in transportation systems to manage stoplights and tolling. But researchers say the industry may settle on cellular-data systems used for smartphones or WiFi if the technology can handle information more rapidly and reliably.

Virginia has strapped one-foot-square DSRC devices on light poles and bridges on various roads, including Interstate 66 outside Washington, D.C. The gadgets watch the highway and allow workers at a central-control site to change recommended speeds lane-by-lane depending on traffic and communicate that to drivers with the signs mounted over the highway. They also send messages to state government road-maintenance vehicles about traffic flows and road conditions.

Those emergency messages will be communicated on electronic boards on many highways and would arrive through a smartphone-like app that displays alerts on drivers’ dashboards. The sensors can then monitor traffic flows and see that wheels are losing touch with the road as a rainstorm builds. The signs can lower the speed limit for the current situation and the road devices could alert cars miles away to slow down or even give them new routes to their destinations.

Planners say billions of federal dollars will likely be needed to wire the nation’s more than 4 million miles of paved roads and 250,000 intersections. But with many states struggling to cover basic highway maintenance, this infrastructure seems farfetched.

Right now, it seems car manufacturers have put the cart before the horse in developing autonomous vehicles before the infrastructure to support it is ready.

Still, we hope this means increased funding for this type of work and plenty of jobs for contractors. AC

For more information on autonomous vehicles, visit ForConstructionPros. com/11103164.

ASPHALT CONTRACTOR MARCH/APRIL 2017 www.ForConstructionPros.com/Asphalt

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