Asphalt Contractor March/April 2018

MARCH/APRIL 2018

World of Asphalt:

WELCOME TO HOUSTON! | 10 + AC TANK INSPECTION

PROTOCOL NOW IN EFFECT | 30

VARIABLE DEPTH PAVING

SAVES BOTH TIME & MONEY | 22

COMPLYING WITH OSHA’S SILICA DUST RULE IN THE ASPHALT INDUSTRY | 76 www.ForConstructionPros.com/Asphalt

UNMATCHED DESIGN

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

That’s why at Heatec we take a comprehensive approach to designing your tank farm. That means we look at the materials you will be using, all the equipment that needs heat, the piping, and even future plans for expansion. Then we design a system that works for you.

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

H E AT E C , I N C .

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 2018

COVER STORY How Variable Depth Paving Saves Asphalt Contractors Time & Money Using 3D paving and an uncompacted design helps achieve optimal pavement smoothness, even on an imperfect base | 22 SPECIAL REPORT:

WORLD OF ASPHALT

10 Welcome to Houston!

World of Asphalt 2018 offers asphalt contractors opportunities to expand their business, learn new skills and have a little fun after the show closes.

Here’s what to see and do while you’re there.

that contain asphalt cement; here’s what you need to know.

40 Cliff’s Notes Asphalt plant troubleshooting requires accurate information.

Pavers, rollers, MTVs & more.

Plants, baghouses, mixers, dryers, automation systems & more.

JOBSITE INNOVATIONS

30 New AC Tank Inspection Protocol Now in Effect New guidelines have been established for above ground storage tanks

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56 D&J Construction Finds Success Using Intelligent Compaction IC technology proved its value on a $2 million, nine-mile-long, single lift overlay job to be completed in 55 working days.

ASPHALT CONTRACTOR MARCH/APRIL 2018

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New Hampshire I-93 rehab benefits from gravity-fed asphalt paver.

68 Jobsite Products

46 Production Products

PRODUCTION NOTES

62 Smooth Finish for Huge MultiContract Road Project

PRESERVATION UPDATE

72 Minnesota Metro District Saves $800,000 Using 100% RAP The greater Minneapolis area used cold in-place recycling for the first time in more than 30 years on Hwy 110, saving both time and money.

76 Complying with OSHA’s Silica Dust Rule in the Asphalt Industry The Permissible Exposure Limit goes into effect in June 2018, asphalt contractors and mix facilities need to be ready.

80 Alabama Tests Rejuvenator to Prevent Asphalt Pavement Cracking ALDOT, NCAT and Midsouth Paving collaborate on US Route 431 experiment.

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

IN EVERY ISSUE 8

Editor’s Perspective

98 The Last Exit: Magnetite Asphalt Speeds Pothole Repair www.ForConstructionPros.com/Asphalt

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DIGITAL CONNECTION www.ForConstructionPros.com/Asphalt

Construction Employment Hits Highest Level In Over 9 Years The construction industry has consistently added workers at nearly double the rate of the overall economy.

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Asphalt Industry Gains Relief From Trucking Hours-of-Service Rules The Federal Motor Carriers Safety Administration (FMCSA) has granted the National Asphalt Pavement Association’s (NAPA) application for certain exemptions to the agency’s Hours of Service (HoS) regulations.

Search: 20990330

5 Key Issues Facing the Asphalt Industry ARTBA: One in Three U.S. Bridges in Need of Repair The American Roads & Transportation Builders Association 2018 Deficient Bridge Report states that there are 174 million daily crossings on nearly 54,300 structurally deficient U.S. bridges.

At the National Asphalt Pavement Association (NAPA) annual meeting in San Diego, February 12th, professionals from all areas of the industry offered their insight into what the asphalt market is facing. The result of the discussion clued attendees in to five key areas where the industry is facing challenges and opportunities.

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WWW.FORCONSTRUCTIONPROS.COM/ASPHALT WWW.FORCONSTRUCTIONPROS.COM/ASPHALT WWW.FORCONSTRUCTIONPROS.COM/ASPHALT

CONTRACTOR

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

MARCH/APRIL 2018 Vol. 32, No. 3

ASPHALT

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 2018 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.

POSTMASTER: Please send change of address to ASPHALT CONTRACTOR, PO Box 3605, Northbrook, Illinois 60065-3605.

Printed in the U.S.A. Canada Post PM40612608.

Return Undeliverable Canadian Addresses to: Asphalt Contractor, PO Box 25542, London, ON N6C 6B2.

SUBSCRIPTION POLICY: Individual subscriptions are available without charge only in the USA. The Publisher reserves the right to reject nonqualifying subscribers. One-year subscription to nonqualifying individuals: U.S. $45.00, Canada & Mexico $65.00, and $95.00 all other countries (payable in U.S. funds, drawn on U.S. bank). Single copies available (prepaid only) $10.00 each (U.S., Canada & Mexico), $15.00 each (International).

ASPHALT CONTRACTOR MARCH/APRIL 2018 www.ForConstructionPros.com/Asphalt

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See us at World of Asphalt Booth #3324

Your Partner on the Road Ahead 800-651-0033 dynapac.us

Follow Dynapac North America Search: 10072810

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CONTRACTOR

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

March/April 2018 • Vol. 32, No. 3

EDITOR’S PERSPECTIVE

Jessica Lombardo, Editor jLombardo@ACBusinessMedia.com 920.542.1247

ASPHALT

CONTRACTOR LATEST INNOVATIONS FOR ASPHALTPROFESSIONALS PROFESSIONALS LATEST LATEST INNOVATIONS FOR ASPHALT

Published by AC Business Media Inc.

Asphalt A Safe Start to the Season CONTRACTOR

E

ach year, there are thousands of injuries and fatal accidents related to machine and equipment operation. A lot of these accidents involve the operator, but over half involve people on the ground - spotters, laborers, shovel hands, passers-by and sidewalk superintendents who get too close.

With paving season around the corner, here are five tips you can easily print out and give to your crew. Encourage them to read it daily.

You never know when it could save a life.

Take Care When Getting On and Off Equipment Did you know that getting on and off the machine is the number one cause of injury to equipment operators and truck drivers? When it comes to a moving piece of equipment like a paver, making sure you're mounting and exiting the machine properly is paramount.

First, check your gloves and boots. Clean the mud off before climbing and use "high grip" gloves for a secure hand hold. Use a three-point stance and the hand and foot holds. Securely engage the entire hand and foot, avoiding a toe-hold or finger-hold grip.

Avoid carrying objects while climbing.

When exiting the machine, the correct practice is to lower yourself in a controlled manner - never jump!

Don't Let People Crowd the Work Area Ask any roller operator what their biggest headache is and they will tell you without hesitation - people on the ground crowding the machine. People love to stand and watch the operator compact the mat. There is usually no reason for them to be there, just force of habit. But why create an exposure to injury when none needs to exist?

People on the ground must stay well away from the machine operating area. Review this important point at safety meetings. Foremen need to enforce this, not the operator.

When ready to start work, use the horn to warn people to stay back; stop the machine

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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

if needed; and always check your back before backing up the machine.

Overhead/Buried Obstructions Be aware of overhead obstructions and underground utilities, including electrical lines, water, sewer, gas, telecom, etc.

Definitively mark or warn of overhead lines or low clearances and make sure all dump operators are aware of these before entering the work zone.

Loading/Unloading Equipment Even on level ground, there is a risk of machine roll-over during loading or unloading. Make sure you are centered on the ramps and stay straight. Allow enough room to maneuver the trailer and machine, which is sometimes difficult on tight jobsites.

Use a spotter for guidance and make sure the machine clears the ramps before turning. Keep people away from the sides of the machine during loading/unloading.

Check the trailer deck, clearances and stability. Use proper tie-down procedures.

Properly Secure Paving Area Training your crew to be safe is just the beginning. They need to be kept safe from the traveling public. This is best accomplished with a work zone that is well marked to let drivers know to stay out or slow down.

Contractors should devise temporary traffic control plans as well as follow the standards as specified in part six of the FHWA's Manual on Uniform Traffic Control Devices.

Ample lighting should also be present in the work zone, and all crew members need to wear proper reflective safety apparel.

We don't want your crew to become a headline as a result of an accident. Take time to review safety with your crew daily.

What safety practices do you preach daily?

Let me know at jlombardo@acbusinessmedia. com.

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Publication Staff Publisher

Amy Schwandt

aschwandt@ACBusinessMedia.com

Editor

Jessica Lombardo

jlombardo@ACBusinessMedia.com Ad Production Manager

Patti Brown

Art Director

Mindy Witte

Sr. Audience Development Mgr

Wendy Chady

Audience Development Mgr

Angela Franks

Advertising Sales (800) 538-5544 Kris Flitcroft kflitcroft@ACBusinessMedia.com Sean Dunphy sdunphy@ACBusinessMedia.com Erica Finger efinger@ACBusinessMedia.com Tom Lutzke tlutzke@ACBusinessMedia.com Amy Schwandt aschwandt@ACBusinessMedia.com Eric Servais eservais@ACBusinessMedia.com Denise Singsime dsingsime@ACBusinessMedia.com

ForConstructionPros.com Digital Operations Manager

Nick Raether

Digital Sales Manager

Monique Terrazas

Editor

Larry Stewart

Managing Editor

Kimberly Hegeman

Change of Address & Subscriptions PO Box 3605, Northbrook, IL 60065-3605, Phone: (877) 201-3915 • Fax: 847-291-4816 circ.AsphaltContractor@omeda.com

Reprint Services For reprints and licensing please contact Denise Singsime at (800) 538-5544 ext. 1245 dsingsime@ACBusinessMedia.com

List Rental Jeff Moriarty, SVP, Business & Media Solutions Infogroup, Phone: (518) 339-4511 Email: jeff.moriarty@infogroup.com

AC Business Media Inc. Chairman

Anil Narang

President and CEO

Carl Wistreich

CFO

JoAnn Breuchel

Editorial Director

Greg Udelhofen

ASPHALT CONTRACTOR MARCH/APRIL 2018 www.ForConstructionPros.com/Asphalt

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SPECIAL REPORT |

BY JESSICA LOMBARDO, EDITOR

Welcome to

HOUSTON!

World of Asphalt 2018, held March 6-8 at the George R. Brown Convention Center, offers asphalt contractors opportunities to expand their business, learn new skills and have a little fun after the show

W

orld of Asphalt features over 350 exhibitors that offer a broad array of the newest products, technologies and services for the asphalt industry.

Check out the following pages for classes we’re attending, some new equipment and ideas for after

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the show closes. Be sure to visit Asphalt Contractor in Booth 2723 & LeeBoy in Booth, 2748 while you’re at the show and pick up your free safety vest. Be spotted wearing your LeeBoy vest and you could win $100 cash!

See you on the showfloor!

ASPHALT CONTRACTOR MARCH/APRIL 2018 www.ForConstructionPros.com/Asphalt

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ADM EX10248 Asphalt Plant

SESSION WE’RE ATTENDING

The rugged 275 to 350 tph EX10248 Asphalt Plant from Asphalt Drum Mixers meets production capacity demands and strict environmental regulations.

• The plant’s single-drum counterflow system uses the latest in innovative technology, resulting in the longest aggregates drying and mixing times in the industry • World of Asphalt Booth # 2636

Quality Starts at the Pre-Paving Meeting Session #133461 Tuesday March 6 7:30 to 9:00 a.m.

Search: 20987919

Dynapac CC1100/ CC1200 Roller Range The CC1100/CC1200 VI features a cross-mounted engine and large casted forks with built-in flexible lifting/towing/tiedown possibilities.

• A sliding seat and engine hood design ensure optimal visibility over the front of the drum • Tapered drum edges result in a smooth surface without marks • World of Asphalt Booth # 3324

CMI RM-6 Roto-Mill Cold Planer CMI’s newest generation of modular design Roto-Mills feature large access doors for inspection and repair.

• Touch screen control system with an efficient Tier 4 Final engine • 86-in. cutting width at up to 13-in.

• World of Asphalt Booth # 2248 Search: 20991198

In this session you will: 1. Learn the critical importance of communication as tool for a successful project.

2. Discover the five critical sections for building a quality control plan.

3. Establish the critical areas of the pre-paving meeting.

IVE TIT B

ND RA

COMPE

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Long before the plant produces mix, key elements of quality for the project are determined. The development of the quality control plan and the relationships established at the pre-paving meeting are critical to the overall success of the project. This session provides a comprehensive look at pre-paving meetings and the quality control plans necessary to construct quality pavements.

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www.ForConstructionPros.com/Asphalt

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MARCH/APRIL 2018 ASPHALT CONTRACTOR

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SPECIAL REPORT: WORLD OF ASPHALT

AFTER HOURS: Livestock Show & Rodeo For more than 80 years, the Houston Livestock Show and Rodeo has offered entertainment, education and charitable opportunities to all guests. As the world’s largest livestock show and rodeo, this event is a spectacle unlike any other. The star entertainers perform after the last rodeo event is completed and the stage is set so actual start times for the concert can vary day to day due to the varying number of rodeo competitors and other production elements.

Here’s who is in Houston the week of World of Asphalt: MONDAY, MARCH 5TH: Rascal Flatts TUESDAY, MARCH 6TH: Jason Aldean WEDNESDAY, MARCH 7TH: Thomas Rhett THURSDAY, MARCH 8TH: Luke Bryan Weekday rodeo performances start at 6:45 p.m. Concert entertainer performs at approximately 8:45 p.m. and tickets start at just $18.

Visit http://www.rodeohouston.com/Buy-Tickets to learn more.

Carlson EZR208 Screed Carlson Paving Products introduces the company’s newest platform: the EZR208, bringing the EZR2 platform to the 8-ft. market.

• Featuring a standard paving width of 8-ft. to 15-ft.6-in. and weighing 7,800 lbs., the achieves superb mat quality and ride uniformity with its class-leading 20-in. deep, single piece screed plates • The EZR2’s screed plates are paired with state-of-the-art heating elements held in place by full length hold downs, providing even, efficient heat transfer to the upper surface of the plate • World of Asphalt Booth # 3106 Search: 20987452

BOMAG BMS 15 Milling Tooth The BOMAG BMS 15 milling tooth design extends service live by 30% and reduces change-out time by up to 75% over conventional systems.

• Base tooth holder features a maintenance-free, bolt-on design that does not require retightening, reducing service time • Low-resistance profile and tapered tooth retainer delivers more aggressive cutting with less wear to increase service life by up to 30% over other cutting systems • Calibrated positioning feet serve as the core of the BMS 15’s quick and accurate repositioning of the welded lower holder • Tapered tooth retaining claw boasts a low-resistance profile design to reduce wear • Special hardening process delivers long tooth and retaining claw life • Only 75 ft/lb (100 Nm) torque is required to tighten the tooth retainer • World of Asphalt Booth #3023 Search: 20987446

Volvo Debuts Renewed Road Product Line Volvo Construction Equipment will bring a significantly revamped road product lineup to World of Asphalt 2018, anchored by a trio of new compactors equipped with the latest intelligent machine control technology.

• Asphalt compactors on display include the new 8-amplitude DD110C, DD35B and DD105OSC oscillating roller as well as the latest B-series pavers and soil compactors • In addition to its growing lineup of compaction equipment, experts will be available to answer questions about new road technology and uptime-enhancing features and services, such as Compact Assist, the Volvo Intelligent Compaction System with Density Direct, which provides realtime density calculations and ActiveCare Direct, the telematics monitoring and reporting service offered directly from Volvo • World of Asphalt Booth # 1923 Search: 20987000

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SESSION WE’RE ATTENDING Everything You Need to Know about Chip Seals and Fog Seals Session #133510 Wednesday March 7 9:30 to 11:00 a.m.

Chip seals and fog seals are important pavement preservation tools that are available to the industry.

This session will provide a broad understanding of all the issues involved in production and placement of chip seals and the proper application of fog seals. Aggregates, binder products and construction practices for the chip seal application are critical to achieving high performance chip seal systems.

The second topic of the session will present proper materials selection and application of fog seals.

In this session you will: 1. Learn how different aggregates relate to performance, safety and economy of chip seal applications 2. Learn how binder properties affect chip seal performance 3. Understand fog seal materials and construction practices

ASPHALT CONTRACTOR MARCH/APRIL 2018 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 600 combined years of experience ready to help you

800.251.6042 • www.astecparts.com

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SPECIAL REPORT: WORLD OF ASPHALT

AFTER HOURS: Food for Thought Houston’s restaurant scene is well known and highly praised with over 10,000 restaurants. In fact, Houston was named the “newest capital of great food”

by Food & Wine and the country’s most exciting food city by Tasting Table magazine. VisitHouston.com has 15 iconic meals to try while you’re here: https://www.visithoustontexas.com/restaurants/15-iconic-houston-meals/ We’re personally excited to try the Pansoti at Tony’s Restaurant and of course a margarita at Hugo’s.

KM International Pro Patch 55 Melter The Pro Patch 55 is a 55-gal. melter designed specifically to heat both mastic material and rubberized crack filling material. The Pro Patch 55 is similar in design to KM International’s KM 55 rubber melting machine with a few added features and upgrades to make it fully compatible with mastic materials.

• Thermostatically controlled • Hydraulically driven 360° agitation system • Triple wall insulation • 4-in. flow valve • 60,000 btu propane burner • Material ready to pour in 1 hour • Use standard crack fill rubber or mastic material • World of Asphalt Booth # 3916

SESSION WE’RE ATTENDING Energy Efficiency through Best Practices at the Plant Session #133490 Thursday March 8 9:30 to 11:00 a.m.

Energy costs are driving most asphalt operations today. One of the best ways to cope with volatile energy costs is to reduce consumption at the plant. This session is designed to assist the HMA producer to reduce energy costs by employing best practices in plant operations.

In this session you will: 1. Identify potential areas for improvements in energy efficiency 2. How to accomplish the improvements 3. How to measure the effect of the improvements

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RIGHTValve RIGHTPrice RIGHTNow! Dependable, Economical, Available …

Valve Types ■

Since 1892, Homestead continues to be the most reliable manufacturer of asphalt valves.

With cast iron and ductile iron material options, we offer a complete source of valves for any liquid asphalt application.

Our full line of hot-jacketed 2-way shutoff & 3-way diverter valves provide a ready solution to meet your flow requirements.

Homestead’s cutting-edge actuation design allows you to easily add actuators to your existing Homestead valves, in-line, without modification.

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Valve Materials ■ ■ ■

Our fully stocked warehouse of valves and actuators offers you security in knowing that the valve you need is only a phone call away.

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®

Cast Iron – to 450° F Ductile Iron – to 550° F High Temperature Seals

Actuator Types ■

THE ASPHALT VALVE EXPERTS

Full Port – Standard Port 2-Way Shutoff and 3-Way Diverter Patterns 1"-8" Flanged and 1/2"- 4" Threaded Steam/Hot Oil Jacketed Transflo Plug Proportioning Plug

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Pneumatic Electric Open-Close Modulating

610-770-1100 asphaltvalves.com Fax: 610-770-1108 sales@homesteadvalve.com

©2018 Olson Technologies, Inc.

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ASPHALT CONTRACTOR MARCH/APRIL 2018 www.ForConstructionPros.com/Asphalt

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THE NEW

CB10

NOW WITH OSCILLATION

The technologically advanced CB10 is a 10 metric ton compactor that can be equipped with mapping and vibratory compaction technologies that help operators maximize efficiency on more job sites. You’re not alone in tackling what lies ahead. With unmatched dealer support to keep you moving, one thing that remains the same: our commitment to be right there with you.

REQUEST A QUOTE TODAY

www.cat.com/CB10

© 2018 Caterpillar. All Rights Reserved. CAT, CATERPILLAR, BUILT FOR IT, their respective logos, “Caterpillar Yellow,” the “Power Edge”trade dress as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.

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SPECIAL REPORT: WORLD OF ASPHALT

SESSION WE’RE ATTENDING Paving Smoother Using IRI to Evaluate Paving Operations Session #133517 Wednesday March 7 2:00 to 3:30 p.m.

More than any other pavement property, the traveling public wants a smooth surface on which to drive. The importance cannot be understated: longer lasting roads, improved fuel economy, driver comfort and ultimately, financial incentives for the contractor. This session will focus on using the IRI data to help the contractor do a better job of paving.

In this session you will: 1. Learn how the IRI test results can be used to identify paving issues such as take-off joints, rolling patterns and paver dynamics.

2. Understand the electronic controls for achieving smoothness 3. Using ProVal to pinpoint paving issues and enhance paving operations.

Chemtek NeSilex Silica Dust Suppressant NeSilex is formulated specifically to reduce worker exposure to respirable crystalline silica dust.

• Recommended for any dustproducing construction activity including: milling, sweeping, crushing, mining, sawing, jackhammering, earth-moving and grading • Contains specially formulated surfactants, wetting and agglomerating agents causing dust particulates to saturate and attract to each other • This process allows for effective and efficient dust suppression, reducing silica dust inhalation by workers and the surrounding public • Initial testing has shown up to 100% reduction in respirable silica dust in certain construction activities • Using NeSilex will ensure that contractors meet OSHA Standard 29 CFR 1926.1153 Table 1 guidelines • World of Asphalt Booth # 2663 & 4048 Search: 20990518

Hamm Hybrid Drive The Hamm PH hybrid power train system for tandem asphalt compactors has been developed to save fuel, costs and maintenance work, benefiting all road construction and maintenance operations.

• System combines the traditional internal combustion engine with a hydraulic accumulator • The internal combustion engine covers the base load while a hydraulic accumulator meets peak loads • Results in machines that can be powered with smaller engines, while still delivering the compaction power • These smaller engines do not require

an SCR catalytic converter or DEF fluid which results in advantages in terms of handling and maintenance • Quieter power train • At World of Asphalt Hamm is introducing the hybrid power train system in the HD+ 90i PH tandem roller • World of Asphalt Booth # 1324 Search: 20991040

AFTER HOURS: NASA Space Center

Road Widener Offset Vibratory Roller Attachment

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NASA’s Space Center Houston has been one of Houston’s premier stops for visitors since it opened in 1992. Whether it’s your first time or your 500th, you’ll be sure to enjoy your visit.

Tickets for the space center are available at https://spacecenter.org/

The Offset Vibe Roller Skid Steer Attachment attaches to any machine via SAE quick connector coupling • Requires only standard flow hydraulics • Remote control puts functions in the hands of the operator • Vibratory feature creates optimal compaction • Can roll stone, asphalt, RAP, dirt • Multiple roller widths 2-ft., 3-ft. and 4-ft.

• Can roll outside slope of shoulder, not just horizontal edges (up to 30° drum pivot) • World of Asphalt Booth # 1648

The benefits of warm mix asphalt, such as reduced energy consumption, lowered emissions, and elimination of visible smoke, are well-known in the asphalt paving industry and the latest generation of the Astec warm mix system simplifies production of warm mix asphalt.

• The Astec warm mix system achieves a lower temperature at a lower cost by eliminating the need for additives or special asphalt cement • Instead, the Astec warm mix system injects a small amount of water into the liquid AC to create microscopic steam bubbles. These bubbles reduce viscosity of the liquid AC, allowing mix to be worked at lower temps • World of Asphalt Booth # 3124

Search: 20988103

Search: 20989627

Astec Warm Mix Systems

ASPHALT CONTRACTOR MARCH/APRIL 2018 www.ForConstructionPros.com/Asphalt

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Track DENSITY IN REAL TIME. PASS:

PA S S :

4

TEM P ER ATU R E:

250°

D EN S I TY:

PA S S :

2

5

TEMPERATURE:

220°

DE NS ITY:

95.1%

94.2%

T E M P E R AT U R E :

270°

DENS IT Y:

92.6%

Volvo Compact Assist — Intelligent Compaction with Density Direct Volvo has changed the game with the ability to provide operators with real-time density values in terms that are easy to understand and directly tied to job quality. Eliminate guesswork, improve mat quality and win the bonus with Volvo. Learn more at volvoce.com/DensityDirect.

Please visit us at World of Asphalt, booth 1923.

Push Boundaries.

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SPECIAL REPORT: WORLD OF ASPHALT

Meeker Hot Oil Heater

Caterpillar Production-Class Tandem Vibratory Rollers Caterpillar Inc. announces the addition of the CB13, CB15, and CB16. New nomenclature corresponds to the 13 ton, 15 ton, and 16 ton weight classes that they reside in.

• These models can be equipped with an oscillatory vibration system for excellent application versatility and offer refinements to the operator controls, water spray system, service access and lighting packages • Pass-count and temperature mapping systems combine infrared temperature sensors with GPS mapping to keep the operator informed of current mat temperatures, machine position, pass-count and pass coverage. This intuitive system greatly enhances nighttime rolling pattern performance, and records information for future process analysis and quality control documentation. When combined with drum edge and drum surface lighting, Cat Compaction Control helps extend the workday and increase daily production by optimizing jobsite awareness in low-light conditions • The Cat C4.4 engine rated at 142 hp comes standard with Eco-mode and automatic speed control, leading to uniform compaction, fuel savings and reduced sound levels • World of Asphalt Booth # 2224

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

• PLC heater controls • Off-set expansion tank • High flow centrifugal pump with mechanical seal • Test fired at factory prior to shipping • World of Asphalt Booth # 3810 Search: 10086231

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Roadtec Auto Cut Precision Milling Technology In milling, the smallest interruption can cost a lot of money. Even something as common as a crosswalk or utility cover can force you to stop work. The time to recalibrate and restart a milling machine can add up to costly delays.Auto Cut allows milling machine operators to easily raise the mill, walk over obstacles, walk back into the cut and resume milling at same depth, without reprogramming or delay.

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TECHNOLOGY MATTERS |

BY JESSICA LOMBARDO, EDITOR

How Variable Depth Paving Saves Asphalt Contractors

TIME AND MONEY If you’re already 3D paving, uncompacted design is not a large jump to make. There’s no new equipment to buy, you just need to make changes in how you build the design in your software business center and making that change can save you big money.

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3D Background

In many cases, the contractor in charge of doing the grading and the milling is not in charge of doing the paving so there is no real incentive for them to make sure that surface is perfectly prepped for the asphalt contractor.

An uncompacted design and 3D paving compensate for an imperfect base.

Using 3D paving and an uncompacted design helps achieve optimal pavement smoothness, even on an imperfect base

S

moothness on a paving job is king. There are many ways to achieve smoothness and the use of technology is one of them. Most paving contractors are familiar with 3D paving which refers to the three dimensions of depth, width and direction of paving. The big benefits of using 3D are providing exact levels of smoothness, accuracy and material management.

“If a contractor has made the decision to 3D pave, it would mean they are trying to achieve a desired elevation or a desired top surface of the pavement that is as smooth as possible for International Roughness Index (IRI) and smoothness bonuses and incentives,” says Kevin Garcia, business area manager for paving and specialty construction in Trimble’s Civil Engineering and Construction Division.

When your underlying surface isn’t smooth to begin with however, variable depth paving – or uncompacted design using 3D elements, may be beneficial.

“When you pave on top of an already

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ACON0318_22-29_TechnologyUpdate_J.indd 23

relatively smooth surface, that’s pretty easy. All you’re doing is managing thickness at that point,” Garcia says.

“Uncompacted design, or variable depth paving, allows for a smooth final surface even if the underlying surfaces aren't smooth to begin with.”

ALL ABOUT THAT BASE We know that a pavement is only as good as the base that it’s put down on, and while some contractors have made the leap into 3D paving, they may not be getting the full benefit of the technology by adding 3D grading and milling into their paving programs.

“In many cases, the contractor in charge of doing the grading and the milling is not in charge of doing the paving, so there is no real incentive for them to make sure that surface is perfectly prepped for the asphalt contractor,” Garcia says.

Asphalt contractors then can be left with a surface that is not prepared to the

In normal 2D paving, the action is about controlling grade. In 3D paving, it may include steering as well as automatic screed width control. The system works with a known 3D model, which specifies what grade and slope should be at a given point.

In 2D, it’s more about the initial set up and then paving away.

Systems for 2D paving consist of a single display, sonic sensor, contact sensor or sonic averaging beam. In 3D paving, the same components are there, but the 3D system talks to the 2D system so they work in conjunction.

3D in this context is comprised of two factors: 3D job files and 3D paving. The three dimensions referred to here are depth, width and direction.

During 3D paving, a job file tells you at the x and y location what the depth should be and what the width should be.

Because of this, the most important factor in 3D paving is the model that is transferred into the machine control system.

This model includes a proper survey with the topography of existing conditions carefully compiled. Any errors in creating the 3D model will lead to errors on the job, as they will be replicated at the time of paving.

In other words, the old adage of “garbage in, garbage out” applies doubly here. 3D systems communicate with a network of base stations that provide precise positioning data so the machines can work off a virtual design and the machines always have to maintain a line-of-sight to two base stations in order to precisely fix their position.

The site control must be maintained as contractors can’t expect the paver to pave accurately if the site control is off in any way.

high accuracy they may need. This is especially an issue when the compaction factor is considered.

“Asphalt pavers are really really good at paving things smooth. They are great at holding the screed flat and filling in any low spots as they go over them so you get what looks like a perfectly smooth surface after paving,” Garcia says. “However, if you have a base profile that goes from 3-in. to 6-in. down to 2-in. and so on, the compaction factor is going to be different

MARCH/APRIL 2018 ASPHALT CONTRACTOR

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TECHNOLOGY MATTERS

Keys to a Successful Machine Control Project • Consult with a qualified manufacturer and supplier prior to the project • Plan and prepare for training from a qualified distributor prior to production on the project »» Don’t plan to deploy the technology live; plan to practice with sand to see how the technology reacts • Commit to use the technology »» Technology is an investment, if you’re just using it because the spec says so, you’re not committed and will be less successful »» Have a staff member be responsible and be a champion on the project »» Technology will change how you work, trust the system • Follow all machine manufacturer recommendations »» There is no “magic” button when technology is installed, you still need to know how to pave and know that your paver and screed are in prime operating condition • Trust the software »» Don’t build the design high for the compaction factor, let the software do that and once its set up, don’t touch the screed. The execution is the easy part, it’s the initial set up and prep work that require the most time and accuracy • Use the correct technology for the project application »» Is there a line of sight for the total station? »» Are there obstructions? High walls? Overpasses?

Bridges? Trees? Tunnels? »» These will impact set up and function of the technology

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Typically, paving removes 70-80% of low spot deflection with each pass so you may be able to smooth a low spot relatively well before the finishing layer, but compaction will always cause some form of longitudinal waves. An uncompacted design compensates for that.

in those low spots. You’re going to get more compression where you placed more asphalt and less compression where less asphalt was placed.”

Typically, paving removes between 70-80% of low spot deflection with each pass so you may be able to smooth a low spot out relatively well before the finishing layer, but compaction will always cause some form of longitudinal waving.

Uncompacted design on the other hand, takes into account the surveyed surface of the original base prior to paving.

“With this technology, we pave higher in some areas and lower in others on purpose, specific to a 3D design,” Garcia says. “We design these jobs with accurate topography of the surface, accounting for the compaction factor of the asphalt after it's rolled...thus the ‘uncompacted design.’”

Garcia says the compaction factor of the asphalt being used for the project is typically provided by the QC lab of the contractor and it can change with each job. The compaction factor for each mix can change based on the gradation in the mix, the oil that’s used and even the amount of time the mix has to travel to the paving site. It’s not always a ¼-in. per inch.

“Then with a few other proprietary parameters, we create a 3D surface in our design software for the paver to execute against,” Garcia says. “The paver will adjust the screed per the design, giving a little more asphalt in certain areas. The results are a smoother surface with less effort.”

Garcia says that for some contractors, this type of paving is a huge leap of faith.

“They are very used to looking behind the screed and seeing a very smooth, very flat mat and that’s their idea of a quality job, not thinking the underlying surface may change considerably,” Garcia says. “Now, we’re paving waves on purpose. Even though the mat

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TECHNOLOGY MATTERS may not look smooth as it leaves the paver, we know that we’ve accounted for the void space and air voids in the mix and how much it will compress once the roller hits it to leave us with a smooth surface in just one pass.”

WHY IMPLEMENT UNCOMPACTED DESIGN? If you’re already 3D paving, applying an uncompacted design is not a large jump to make. There’s no new equipment to buy, you just need to make changes in how you build the design in your software business center and making that change can save you big money.

“In most paving applications, we're prioritizing several factors including minimizing material usage and smoothness of the final surface,” Garcia says. “If you are paving a fixed depth on a surface that has a lot of longitudinal waves, it's very difficult to take out those waves, even with an averaging beam on the paver, which is designed to help with that. If the underlying surface has longitudinal waves and we simply pave a fixed depth, we end up with the same waves, only at a higher elevation. The most commonly used method to get rid of those waves is to first pave a leveling course before finishing paving. With the uncompacted design, we can eliminate the need for a leveling course and pave a smooth final surface, removing an entire step from the job.”

And eliminating an entire layer of asphalt equals big money saved.

“When budgeting a job, most contractors are planning to run over on material so they factor in about a 3% overage on their yields,” Garcia says.

“We worked with one company that was going to incur liquidated damage costs of $240,000 for every day they went over on an airport project. Had they not used 3D, they would have missed the deadline by a minimum of 10 days, costing them over $2.4 million.

“With the technology, they were actually able to finish three days early,” Garcia continues. “And since they knew exactly what they were going to be placing, they used 1,000 tons less material than they intended and were able to put all those production and material costs right back in their pocket.”

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The paver will adjust the screed per the uncompacted design and 3D model, dispensing more asphalt in low areas.

This image simulates an imperfect surface prior to paving showing the high and low spots the paver will adjust for.

The result of 3D paving with an uncompacted design is a smoother surface with less effort and less material as it eliminates the need for a leveling course.

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TECHNOLOGY MATTERS In addition to achieving smoothness bonuses on bridge decks and specialty projects like race tracks, many DOT’s are starting to place a larger emphasis on IRI’s.

“Many DOTs have IRI specifications and if the road you’re starting with is running a 150-160 IRI and you’re expected to get it down to a 75, you’re either going to have to employ multiple leveling courses across the road which are time consuming and expensive, or you can use uncompacted design and 3D paving,” Garcia says.

And while Garcia says the adoption of the technology is relatively low in comparison to the opportunities it presents, contractors who have implemented it have seen great success saving both time and dollars.

“The barrier to entry costs on these systems has come down considerably and what we find is that once you’ve paved three miles, you’ve paid for this system and then some,” Garcia says.

“The technology that goes on the

machine hasn’t changed in price much, but contractors don’t necessarily have to buy the total stations anymore, they can rent them out and return them as needed and significantly bring down that initial purchase price.”

Most contractors will factor in a 3% overage of materials on jobs.

The need for that is elimnated with an uncompacted design and 3D paving.

Garcia says that it’s still surprising how many contractors have not even heard about this type of technology and are not aware of the opportunities it can present to them. Contractors may soon get a trial by fire as many DOT’s will require 3D paving on some jobs and

that’s money you can’t afford to miss.

“True 3D paving has been available since 2009 and the guys that were early adopters are winning more bids, making more money and their competitors are starting to notice. Contractors are starting to see the value of this, are less intimidated by the technology, and the benefits to their business are just going to grow once implemented,” Garcia says.

“We’re just starting to scratch the surface of what this technology can do,” he concludes. “We’re going to see contractors use this technology in new and unique ways, linking machines so we can start sharing productivity data.

We could see tonnages placed per hour, number of machine stops per hour and why, and theoretical smoothness numbers directly out of the machine in real time.”

For more information on 3D Paving, visit ForConstructionPros. com/12241000.

Contractors who were early adopters of 3D paving are winning more bids and making more money than their competitors who are resistant to technology.

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PRODUCTION NOTES |

BY JESSICA LOMBARDO, EDITOR

AC Tank New Inspection Protocol

Now in Effect

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ASPHALT CONTRACTOR MARCH/APRIL 2018 www.ForConstructionPros.com/Asphalt

New guidelines have been established for above ground storage tanks that contain asphalt cement; here’s what you need to know

A

s a part of the Clean Water Act, the Environmental Protection Agency (EPA) implemented regulations that required any facility with a total bulk container storage capacity of 1,320 gallons or greater to develop and implement a Spill Prevention, Control and Countermeasure (SPCC) Plan.

In 2011, revisions to the regulations included the requirement that all bulk containers, including above ground storage tanks (ASTs), be inspected according to a “national industry standard.”

This change to 40 CFR Part 112.8 (c) (6) requires that the plant owner or operator: “Test or inspect each aboveground container for integrity on a regular schedule and whenever you make material repairs. You must determine, in accordance with industry standards, the appropriate qualifications for personnel performing tests and inspections, the frequency and type of testing and inspections, which take into account container size, configuration and design…”

This was a very significant change that took effect in November 2011. Given the 5-year cycle of review required for all SPCC Plans, this regulation change meant that all facilities subject to the SPCC Plan regulation needed to address the issue of AST inspection by no later than November 2016.

“Following the November 2011 federal rulemaking, and absent a “national industry standard” for inspection of ASTs storing asphalt cement, asphalt paving production facilities needed to determine on a case-by-case basis the proper inspection protocol for their individual tanks,” Bernard Bigham, principal of the Chesapeake

As a part of the Clean Water Act, the Environmental Protection Agency (EPA) implemented regulations that required any facility with a total bulk container storage capacity of 1,320 gallons or greater to develop and implement a Spill Prevention, Control and Countermeasure (SPCC) Plan.

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Environmental Group and certified tank inspector says. “This protocol needed to be detailed in the site-specific SPCC Plan and approved by the signing P.E., including the scheduling and parameters of the inspection and the qualifications of the inspectors. This was an added regulatory burden to the asphalt paving production facilities.”

So the National Asphalt Pavement Association (NAPA) looked for a way to help its members comply with this new requirement with their 2014 “Guidance for the Inspection of Aboveground Storage Tanks Containing Asphalt Cement at Asphalt Pavement Production Facilities.”

This Publication addressed many (but not all) of the issues facing the facilities in implementing the requirements of 40 CFR 112.8 (c) (6).

In 2016 the EPA approached both NAPA and Steel Tank Institute/Steel Plate Fabricators Association (STI/SPFA) about modifying STI/SPFA’s SP001 Standard to include liquids that are stored

The change to 40 CFR Part 112.8 (c) (6) requires that the plant owner or operator: “Test or inspect each aboveground container for integrity on a regular schedule and whenever you make material repairs. You must determine, in accordance with industry standards, the appropriate qualifications for personnel performing tests and inspections, the frequency and type of testing and inspections, which take into account container size, configuration and design.”

MARCH/APRIL 2018 ASPHALT CONTRACTOR

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PRODUCTION NOTES

Tank Types For inspection purpose ASTs are divided into two types. The two types differ in their construction.

One type of AST is built on-site and is referred to as a “fielderected” AST. The other type of AST is built in a shop and transported to the location where it is to be used and is known as a “shop-built” AST. Field-erected ASTs that are for the storage of asphalt cement are generally larger and are found most often at terminals. These tanks can vary in size, with some up to several million gallons in capacity.

Shop-built ASTs usually are smaller, maxing out at 75,000 gallons in capacity. Shop-built ASTs are generally found at facilities that produce asphalt paving mixtures. While many sizes are available, most tanks that store asphalt cement range from 10,000 to 35,000 gallons in size.

Field-erected tanks storing asphalt cement can be inspected using the American Petroleum Institute’s (API) 653 Standard for Tank Inspection, Repair, Alteration, and Reconstruction.

API 653 can be modified to account for the elevated temperature encountered when inspecting tanks storing asphalt cement.

Shop-built tanks, storing a wide array of regulated liquids such as gasoline and fuel oil generally are inspected using STI/SPFA’s SP001 Standard. This inspection standard is used extensively throughout the U.S. for shop-built ASTs, portable containers, as well as smaller fielderected tanks up to a maximum shell height of 50 feet and a maximum diameter of 30 feet. However, until recently, it hasn’t been able to be used for shop-built ASTs storing heated asphalt cement as the standard wasn’t designed to include ASTs holding liquids over 200°F.

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Virtually every facility affected by the new Standard will also have above ground storage tanks and containers containing other regulated liquids, such as diesel fuel, gasoline, fuel oil, used oil, lube oil and transmission fluid. Many of the tanks will need to be inspected according to the SP001 Standard, depending on their size, construction and age. It may be cost-effective to have all tanks needing inspection be evaluated at one time.

at temperatures greater than 200°F. STI/SPFA assembled their standards committee, including NAPA representatives and throughout 2017 discussed the modifications necessary to enable SP001 to be used as a viable inspection standard for ASTs containing asphalt cement and other similar thermoplastic liquids.

SP001 & INCREASED INSPECTIONS Following adoption of revisions to the SP001 Standard early in 2018, the STI/ SPFA announced that the new edition of SP001 now includes specific standards for the inspections of tanks storing liquids such as asphalt cement, as well as other thermoplastics at temperatures above 200°F. “When comparing the actual requirements and expectations contained in NAPA’s guidance document with the 2018 version of the STI/SPFA SP001

Standard, the inspection standards involving environmental protection controls weren’t changed much,” Bigham says. “What was changed significantly was the scheduling of the inspections after initial installation, and the procedures for ensuring the inspections were properly done, including the use of STI/ SPFA-certified inspectors at applicable intervals. These varied greatly between the NAPA Guidance and the new STI/ SPFA SP001.

“With the 2018 changes in place, SP001 is now able to be used for the inspection of not just ASTs storing asphalt cement, but could now also be used to inspect ASTs storing other liquids with similar characteristics at asphalt pavement production facilities, such as additives and heated tack. This is an improvement over the NAPA Guidance, which was limited to ASTs storing asphalt cement only.”

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PRODUCTION NOTES

The most important thing a facility management can do to have a fair inspection by a regulator is have the key people on hand at the facility during inspection to guide them around and answer questions.

Developing a SPCC All facilities that have a storage capacity of 1,320 gallons or more of a regulated liquid need to have a federally-mandated Spill Prevention, Control and Countermeasure (SPCC) Plan. This includes virtually all asphalt pavement production facilities, terminals and most stand-alone vehicle and maintenance shops. A regulated liquid includes all petroleum-derived products, including, but not limited to asphalt cement, diesel fuel, gasoline and lube oils. The total capacity is calculated by adding up the individual capacity of all tanks and containers (including totes) that are 55-gallons in size or greater.

Any facility with 10,000 gallons or greater in total capacity must have the SPCC Plan approved and signed by a registered P.E. All SPCC Plans, whether they require a P.E.’s signoff or not, must include a discussion (including the inspection schedule) of the relevant “industry standard” used to satisfy the federal requirement for inspections. That is why the modification of STI/SPFA’s SP001 is of importance to anyone handling asphalt cement or other “thermoplastic” liquids.

According to Bigham, general facility information usually comes first on your SPCC. This includes company ownership information, Continued on page 36

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The revisions to SP001 will require ASTs storing asphalt cement to have inspections conducted according to the procedures contained in the new Appendix D – Inspection of Thermoplastic ASTs. Many of these inspections can be performed by knowledgeable facility personnel.

Some of the inspections will need to be performed by an SP001 Certified Inspector.

“Generally, the SP001 inspection protocol recommends monthly inspections,” Bigham says. “These can be done in almost all cases by facility personnel (caution - some jurisdictions may requirement more frequent inspections). Shop built tanks that have spill control and Continuous Release Detection Monitoring (CRDM) can be inspected by plant personnel for the entire life of the tank. ASTs lacking spill control or CRDM (such as having the tank elevated) will need at certain intervals to be inspected by an SP001 Certified Inspector. The SP001 Certified Inspector can

either be a company employee or a third-party inspector. The training course at the World of Asphalt will go over the specifics of the inspection schedule.”

However, Bigham notes that an inspection by a governmental agency is a different matter.

Most regulatory agencies, whether federal, state or local, are not required to inform a facility that they are preparing to inspect that facility. However, as a matter of practicality many agencies do let facilities know of an inspection beforehand. This is done so that the inspection can be done more efficiently and more comprehensively.

“The most important thing facility management can do to have a fair inspection done by a regulator is to have the key people at the facility during the inspection,” Bigham says. “This can’t be stressed enough. If the facility manager is also operating the control room and manning the scales at the time of an inspection, there is no way that individual can

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PRODUCTION NOTES

contact information, layout of the site, including all tanks, drains, water conveyances, roads, utilities, etc. Next should be description of the location of the facility, with maps, discussion of routes to the facility, operating hours and information about site security.

A detailed discussion is needed of how all regulated liquids are stored and handled.

This includes tank loading, off-loading and dispensing. Included with that are details about near-by waterways (including drainage structures).

A complete SPCC Plan will have information about the potential spillage for each tank (or groups of tanks, if similar), the possible cause of the release, the anticipated direction of the flow and likely volume of the release. The Plan will discuss any previous spills that occur over the preceding twelve months, all spill prevention measures, especially containment and diversion structures.

Next, the discussion about the tanks and facility inspections should be placed here, focusing on just not the tanks, but on the entire facility, including the types of personnel onstaff, their job functions, training, and procedures in place to respond to a release.

The Plan needs to discuss what happens immediately after a release is discovered, the procedures in place to promptly respond, the types (and locations) of spill response materials kept on-site, all spill mitigation measures, and lastly, a plan for disposing of all spill response-related debris and recovered product.

Usually included in a SPCC Plan are diagrams of the facility, copies of all inspection forms, including drainage logs, training logs, procedures for notification of a release, and facility contact information. Also, a complete Plan will have charts or tables showing all tank and drum status, containment type, formal inspection dates, containment capacity calculations and any other information necessary to give a comprehensive overview as to how oil and other regulated liquids are handled at the facility, including compliance measures taken to meet other environmental regulatory requirements.

properly guide the governmental inspector around the facility or answer the myriad number of questions that will be asked.”

It is critical that facility management have knowledgeable staff assist the government inspector.

Sometimes well-meaning but untrained facility personnel can give answers not reflective of company policy. Be certain to have enough trained, trusted personnel on-hand to so that all questions that are asked are given the correct response. If possible, you may want to arrange to have the SP001 inspector you used on-hand to answer questions about how the SP001 inspection was conducted.

“Virtually every facility affected by the new Standard will also have above ground storage tanks and containers containing other regulated liquids, such as

diesel fuel, gasoline, fuel oil, used oil, lube oil and transmission fluid,” Bigham says. “Many of the tanks will need to be inspected according to the SP001 Standard, depending on their size, construction and age. It may be costeffective to have all tanks needing inspection be evaluated at one time.”

Be sure to attend Bigham’s World of Asphalt Education session on this topic, Tue. March 6, 2:00 PM - 3:30 PM. Register at www.worldofasphalt.com.

For more information, visit ForConstructionPros. com/20988392 .

A Complete Spill Prevention, Control and Countermeasure (SPCC) Plan will have information about the potential spillage for each tank, possible cause, likely volume of the release and direction of flow.

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EX SERIES

Asphalt Drum Mixers

PRODUCTION NOTES |

BY CLIFF MANSFIELD

ASPHALT PLANT TROUBLESHOOTING

Requires Accurate Information

Cliff ’s A Notes

s a part of the services we offer at C.M. Consulting, we do a lot of plant troubleshooting, both on the phone and out in the field. The problem may be mix design compliance, air quality compliance, burner tuning, trunnion alignment or any of the myriad of other thing that go wrong at our asphalt plants on a daily basis.

Troubleshooting over the telephone has a number of pitfalls. You can’t look at the equipment and see obvious problems for one thing. If you could, you might notice something that isn’t noticeable to the guy you are trying to help. Also, most asphalt plant operators tend to focus on symptoms of a problem not the cause. For instance, if the burner flame is unstable

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they rarely check the exhaust damper actuator is working. Or check the fuel pressure to see if they have good flow.

A prime example of this occurred in the southeast a few years back. I had a call from a plant operator we’ve worked with before. His diesel burner wouldn’t light. I went through a checklist of things with him:

FUEL PRESSURE: 35-lbs PROPANE BOTTLE: Full & On EXHAUST FAN: On & Damper

Closed BURNER BLOWER: On BURNER CLOSED: Yes ‘SAFE TO START’ LIGHT: On

ASPHALT CONTRACTOR MARCH/APRIL 2018 www.ForConstructionPros.com/Asphalt

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Asphalt odor control.

No one enjoys the smell of asphalt – not the workers and certainly not the communities near terminals or hot mix plants. Their complaints are both persistent and justified. Safe, non-toxic and proven effective, Ecosorb odor neutralizer eliminates asphalt odors – and asphalt odor complaints – quickly, effectively and more affordably than other options.

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PRODUCTION NOTES

Having a little bit more information about the plant, would have saved this company almost $4,000 in my fees and expenses, plus over a full day of downtime, which is by far the most expensive commodity at any asphalt plant.

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So I spent a day telling the kid how to check things like igniter and spark plug and how to disassemble the burner fuel nozzle and clean it. But ‘No Joy.’ Late in the day, the owner called me and said “get on a plane and get down here!”

After flying all night from Oregon, I rented a car and drove out to the plant. The owner met me and we walked over to look at his burner.

We stood there talking for a moment before I noticed that the fuel pressure gauge read 35-lb. This was quite interesting since I couldn’t hear anything running at the plant. I went over and found the fuel pump. It was turned off. So I went back to the burner and found the ‘fuel pressure’ safety switch.

It was partially disassembled and wired around. Great!

I went into the control room, found the fuel pump starter, saw that its overloads were tripped, and pushed the re-set button. Then I started up everything and the burner lit right up. Had someone told me that the fuel pressure safety switch had been wired around, I would have recognized the issue fairly early on. That switch is part of the ‘safe to start’ circuit. Unless the burner has fuel pressure, you can’t try to light it.

That little bit of information would have saved this plant owner almost $4,000 in my fees and expenses, plus over a full day of downtime, which is by far the most expensive commodity at any asphalt plant.

At another plant a few years later, I found myself again in a position of trying to trouble shoot a burner while not being in possession of all the facts.

Spring is a rainy time in the Pacific Northwest. After four days of constant rain, the weather broke and a long term client of mine fired up his plant. After

running a few hours, they started having problems with the burner. It would light and work fine some of the time, however sometimes it wouldn’t light. The operator told me in real time over Facebook’s instant messenger that he was having the most trouble when coming out of a ‘hot-stop.’ That seemed odd to me because exactly nothing changes for a burner re-light.

The next day, the problem continued. After several lengthy troubleshooting sessions fighting an intermittent problem, the owner called me and asked me to “get up there!” So I got up there.

The plant is only a six hour drive from my shops, so I got there early in the afternoon. We started in with all the normal troubleshooting routines and could not find any problems. We checked voltages to every connection, but nothing. Finally the operator mentioned that last winter they had replaced the main burner control cable and put it in an underground PVC conduit. Thinking maybe they had left a wire loose, I personally checked every single wire connection from the control house to the burner. Nothing. I even went as far as to ‘ring’ (check continuity through wires) all the wires from the burner control to the burner junction box. No problems.

At this point, I had started to suspect the flame eye circuit because the fire would often light for ten seconds, then the controller would go to a ‘flame fail’ error. Now being the brilliant electrical genius that I am, I decided on a ‘Bubba-Fix.’ I ran a regular household extension cord out to the burner and used it to replace the wires going to the flame eyes. I disconnected

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PRODUCTION NOTES

If you want to hook up on Facebook for real time troubleshooting or just to chat, you can reach Cliff at www.facebook. com/cliff.mansfield.

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the existing flame eye wires out in the burner J-Box. Still ‘No Joy.’ She would light, then go out after a few seconds.

Then I had some inspiration. I disconnected the old flame eye wires off the Honeywell RM-7898 burner controller and just used the extension cord.

The burner ran perfectly. Why? The company needed to fill the silos for the next day’s operations so I set back and watched the drum spin for a few hours.

The next morning, I was at the plant looking around and I noticed that the PVC conduit that they had used to run the burner cable in was broken at ground level. After all the rain they had been having, I mentioned to the plant operator that they need to address that because their conduit could fill up with water. He told me that he would fix it right away, because that could mess with their splice.

SPLICE? What splice? He then told me that they didn’t have a long enough piece of 16/16 tray cable to reach the burner so they spliced on twenty five feet. That splice was underground in the PVC conduit. So I asked what kind of splice they used, butt connectors was the reply.

BUTT CONNECTORS? In a waterlogged PVC conduit? What could go wrong? So I pulled the soggy tray cable out of the conduit, cut the spliced

part off and routed the cable to the control house above ground so that it was one piece. The water was sinking the flame eye voltage enough that the RM-7898 controller would shut down the burner. Not enough that I could see the fluctuations, but enough that the controller was doing its job and turning off the burner as it thought the flame failed.

Needless to say, the burner has worked flawlessly since that day.

Cliff Mansfield 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.

For more Cliff’s Notes, visit ForConstructionPros. com/12145044.

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SHINGLE GRINDING

SOLUTIONS

Rotochopper grinders equipped with a high abrasion package lower wear costs, simplify maintenance and deliver consistent uptime for your shingle recycling operation.

Contact us today: 320-548-3586 • www.rotochopper.com Search: 10139820

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PRODUCTION NOTES WEM Plant Automation Systems

Heatec Rubber Blending System The Heatec rubber blending system is a self-contained trailer-mounted unit that’s powered by a motor-generator set.

• Booster heater raises the temperature of virgin asphalt prior to mixing • Its hopper feeds ground rubber into its pre-wet mix tank where it is mixed with the virgin asphalt • The mixture is piped to its two reaction tanks and held for usage • Its hot oil heater heats all tanks

The WEM4000 Pro Series batch control combines accuracy, flexibility and the ease of use needed to maximize productivity and profitably.

• Multiple range freefall insures exacting accuracy across multiple load sizes, optimizing efficiency • Multiple ticket formats, customizable reports, user configurable graphics and many other features provide the flexibility needed in an ever changing industry • Communications to a central business management system is a breeze with built-in data transfer utilities included with every system • Advanced processing techniques allow for the addition of metered anti-strip, blended RAP and other materials to meet the most stringent of DOT specifications • The WEM4000 Pro Series controls are PC/PLC based systems with completely off-the-shelf parts providing maximum uptime and productivity Search: 10085629

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HEAT

PHCo electric heaters provide safe, clean, reliable and 100% efficient heat – making them the best choice for heating your asphalt tanks, hot oil circulating systems, fuel oil preheaters, distributor trucks and more.

The time has never been better to make the easy switch from costly, inefficient, maintenance-intensive fossil-fuel heaters to PHCO’s clean, efficient Lo-Density® Heat.

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info@processheating.com

PROCESS HEATING COMPANY

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

Dillman Recycle Systems Dillman offers a complete recycle system for the HMA producers who are looking to capitalize on the capabilities of recycled asphalt pavement (RAP).

• RAP systems can be supplied with a variety of screens, grizzlies and optional lump breaker, depending on your needs • Built with durability in mind, the Dillman RAP system features thick steel plate construction, mammoth gate openings, 70° sloped sidewalls and a 36-in. wide feeder conveyor • Systems can be offered as a single bin or multiple bin arrangements • All-welded, heavy duty 1/4-in. steel plate construction • Single or multiple bin arrangements • Offered with a variety of screens for material sizing • Heavy duty grizzly to withstand day-to-day abuse available • Optional lump breaker can be supplied to re-mill material • Steeply sloped sidewalls prevents material build-up and bridging • Wide collecting conveyor moves material that ordinarily strangles inferior systems • Allows the contractor to run RAP at high percentage rates Search: 12317467

Astec M-Pack Relocatable Facility The M-Pack plant is engineered as a set of modules, which are transported by truck and bolted-up at the site.

• Astec tests each component before shipping to ensure a hassle free setup • Full-sized control rooms, large silos, high production capacity and excellent maintenance access • VFD controlled air flow reduces electrical cost Search: 10091043

Kenco Engineering, Inc

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PRODUCTION NOTES Gencor RAP Feed Bins

Asphalt Transports

Live Bottom Trailers

Heavy Duty Trailers

SealMaster Heated Asphalt Storage Tanks Asphalt Storage Tanks by SealMaster are ideal for heating and storing paving and roofing grade asphalts, asphalt emulsions, asphalt cutbacks and more.

• Available with electric heat or heater coil system for hot oil circulation heating method • Heated asphalt storage tanks can be customized to meet specific requirements or sizes • Tank temperatures are thermostatically controlled for precise storage temperatures • 10,000-gal. capacity-tanks can be customized to meet specific requirements or sizes Search: 20991053

ChipSpreaders

Asphalt Distributors

E. D. Etnyre & Co.

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

Gencor RAP feed bins are designed to eliminate material bridging, with steep sided ¼-in. tapered walls, self-relieving throat and welded beater plates on the sides of the bins.

• With the rack and pinion gate design, material height can be easily adjusted to suit any feed rate • Variable speed drives assure steady consistent flow at varying production rates • Feature unitized heavy I-beam construction and are available in portable, stationary, or skid-mounted configurations

• Dual no-flow sensors • Variable-Frequency or Eddy Current drive system • Lifetime lubricated idlers • Self-cleaning tail pulley • Tail shaft tachometers • Quick Disconnect wiring (optional) Search: 20988323

Ammann ACM 140 Prime Asphlat Plant The ACM Prime Asphalt-Mixing Plant is perfect for those who have a number of small jobs in varied locations and where frequent transport is required and paving contractors looking to introduce asphalt production into their businesses.

• The plant excels at specialty mixes, such as those used for paving tennis courts and running tracks • The ACM 140 Prime offers output of up to 154 tph • Engineered for smaller volumes and therefore produces them efficiently, delivering cost savings in fuel and electrical energy consumption • Recycled asphalt can be utilized with this plant • The entire plant and three cold feeder bins fit on two axles during transport • When working, its total length is 71-ft., making it a good fit on production sites where space is tight • The plant’s intuitive control system and interface makes it easy to use • Entering recipes is done with the click of a mouse and a flat screen displays the entire plant and process in a simple view Search: 20988244

Search: 10072816

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10

% OFF

PUMP REBUILD KITS & FIREEYE® BURNER MANAGEMENT

Schutte-Buffalo RC Series RAP Crusher The RC Series Industrial Crusher is ideal for processing a variety of large, heavy, bulky and/or abrasive materials that will break or reduce upon impact.

• The large in-feed allows for easy processing of blocky materials • High tonnage rates are achieved with the lowest possible amount of wear and tear • Ruggedly built with heavy-duty grates, 3-in. cast carbide hammers and abrasionresistant steel liner plates • Can reduce materials to desired output size in a single pass • Safety interlock package prevents unit from operating when mill is in open position for maintenance Search: 10091844

KPI-JCI Astec Mobile Screens ProSizer The ProSizer 2612V from Astec Mobile Screens is designed for processing RAP millings for the asphalt producer.

HEATEC PARTS

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And for or a limited time we are offering an additional 10% off. Also take 10% off Fireye® burner management upgrade kits. Offer is valid through March 31. Call 423-821-5200 for more info and to order. *Fireye® is a trademark of UTC Fire and Security Company

• Closed circuit mobile plant • Double-deck VariVibe high-frequency screen with horizontal shaft impactor (HSI) crusher • Hydraulic screen angle adjustment and rotary screen tenioning system can meet different RAP application demands • Central grease points • Set-up time of less than 15 minutes Search: 10086296

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Improved Efficiency INCREASED PRODUCTION V-Flights Shower Material Along the Edge of the Notch as Well as the Tip

V-flights Allow for a More Even Veil of Material

FOR MORE INFORMATION VISIT ASTECINC.COM/VPAC ACON0318_46-55_ProductionProducts_J.indd 50

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V-PAC

S TA C K T E M P E R AT U R E C O N T R O L S Y S T E M V-Pac U.S. Patent No. 8,863,404 B1

To meet market demand, we change mix design often. The frequent changes push our plants to the limit. ASTEC suggested we add the V-Pac stack temperature control system. We started using the V-Pac system and, without a doubt, it has improved efficiency and increased our production capability.

Clarke DeHart,

Production Manager, CR Jackson Inc. Operating the V-Pac Stack Temperature Control System since 2011

Search: 10072061

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PRODUCTION NOTES ALmix Compact Series Asphalt Plant The ALmix Compact Series is designed for portability and a small footprint, this simple yet rugged design meets the needs of the small to mid-size contractor.

• Judicious control of plant frills versus plant cost has yielded a Series of asphalt plants which allow the long time asphalt paver to become a first time asphalt producer • The Compact Series is offered in production ranges from 60 tph to 140 tph Search: 20866312

Advanced Automation for Asphalt Drum Mix Plants

Leveraging Libra’s 40+ years of experience designing and manufacturing asphalt plant automation, the PlantWise Drum Mix Control System offers producers unparalleled technology, ease-of-use, and configurability.

• Adaptability for Retrofit or Total Plant Control of Nearly Any Plant

• Real-Time Trending of Key Process Parameters

• Extensive Use of High-Speed Networking to Increase Accuracy and Reduce Wiring

• Fully Graphic Operator Interface

• Integral Manual Control via Software Control “Panels”

• Tracks Equipment Maintenance and Re-Calibration Schedules

• Easy Calibration of Plant Equipment

• Facilitates Future Expansion

• Instantaneous Production Rate Changes

ADM RAP Recycle System Improve the cost efficiency of your plant and boost RAP utilization with the RAP Recycle System from Asphalt Drum Mixers (ADM).

• Available in four different portable and stationary models, designed to tackle the many mix specifications you handle • System allows your operation to produce hot-mix asphalt with as much as 50% recycled material • Multiple capacities available to suit almost any operation • All-welded recycle bin can be reinforced with optional grizzly bars for superior durability • Steeply sloped sidewalls prevent material plugging and bridging • Standard 45- to 65-ft. long, heavy-duty weigh conveyor with channel frame provides extra stability • Optional lump breaker with replaceable tungsten-tipped teeth break down large pieces of RAP into useable sizes Search: 20866326

WHAT DOES SEARCH: 10000000 MEAN?

Call for a demonstration today.

Each product and advertisement found in Asphalt Contractor’s pages has a unique 8-digit code that can be entered into the search bar found at the top of www.ForConstructionPros.com/ASPHALT.

215-256-1700

www.librasystems.com

MORE IMAGES • VIDEOS ONLINE INFO • RELATED PRODUCTS

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

KPI-JCI Astec Moble Sceens 3365 Pioneer Jaw Crusher The 3365 Pioneer Jaw Crusher provides an aggressive 1.5-in. stroke and capacity from 761 to 969 tph in both hard rock and recycled applications.

• Integrated electric motor mount, V-belt drive and guarding provide an easy to install, compact package for mobile or stationary applications • Automatic adjust for both the wedgestyle and tramp iron release systems • Large, dynamically balanced flywheels reduce peak horsepower requirements • Replaceable manganese jaw die retention bars and barrel protector plate guard the pitman and crusher base from damage

Tarmac AC Tanks Tarmac AC Tanks have 6-in. insulation on tank sidewalls to reduce hot oil fuel costs.

• Horizontal hot oil lines to increase capactiy of tank • Helical coil heaters with economizers, reduces hot oil fuel costs • Fuel pre-heaters to allow heavy oil use in dryer burners • Tanks come pre-wired with conduit running to ground level Search: 20865883

GIANT RELIEF. When you install a Gorman-Rupp rotary gear pump in your facility, you’ll breathe a little easier knowing that no other pump is as reliable, durable, or easy to service.

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ClearSpan Fabric Structures ClearSpan’s buildings are designed for storing asphalt and aggregate materials.

• Energy efficient and economical • Can be built to any size • Fully customizable and can be outfitted with conveyors, overhead cranes and more • With minimal foundation requirements, these structures can be quickly built at a low cost per square foot • Can be permanent or temporary and are easy to relocate

Visit Gorman-Rupp at: World of Asphalt Booth #2719

March 6-8, 2018 • Houston, TX

GRpumps.com 552 © 2018 The Gorman-Rupp Company.

Search: 12291486 Search: 10075741

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Search: 10075240

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JOBSITE INNOVATIONS

D&J Construction Finds Success Using

INTELLIGENT COMPACTION 56

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IC technology proved its value on a $2 million, nine-mile-long, single lift overlay job to be completed in 55 working days

B

ased in West Monroe, LA, the 50-year-old D&J Construction has paved a lot of roads and seen many generations of equipment as they have worked on major interstate jobs such as the I-10 and I-49 in Louisiana. As a NAPA Diamond Achievement Commendation awardee, D&J Construction prides itself on its people — approximately 100 employees — and follows the company motto of “Quality people, equal quality roads.” They also try to stay ahead of the curve when it comes to equipment and technology.

Incorporated in 1967, the company started as a reconstruction company.

In the early 1990s, they made the switch to becoming strictly an asphalt laydown company.

“Asphalt laydown has been our bread and butter since the early ’90s,” Jeremy White, asphalt laydown foreman for D&J Construction says. “We produce and lay our own asphalt, and have four asphalt plants in Louisiana.”

Having worked at D&J Construction for 17 years, White has seen the company grow and complete big jobs.

None of it would be possible without the right people, equipment and technology in place. On the technology front, D&J Construction has found a lot of success lately with Intelligent Compaction (IC).

With 9 miles of single-overlay Level 1 Superpave, some of the common challenges for the project were traveling ruts, heavy Louisiana soils and irregular core sample analysis.

www.ForConstructionPros.com/Asphalt

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HIGH EXPECTATIONS IC technology proved its value during a 2017 job in northeastern Louisiana.

D&J won a $2 million, nine-mile-long, single lift overlay job to be completed in 55 working days in the northern part of Franklin Parish, near Mangham, LA, by being the lowest bidder. Louisiana is a low-bid state, so making sure to keep bids

as low as possible while remaining profitable is key to any company’s success.

The job specification called for the smoothness index to be the International Roughness Index (IRI) with a density specification of 92 Percent Within Limits (PWL). D&J had to profile the job before beginning and accomplish the creation of a 20 percent better ride at completion, and every core must have at least 92 percent density.

For the first three-mile section of the job, the D&J team put a leveling course down — an inch of asphalt that covered the traveling ruts created by driving patterns — and then came with an inch and a half of Level 1 Superpave, the asphalt mix specified by the DOT. The remaining six miles of the job was a 2-in. overlay with the same Level 1 Superpave.

While the specifications were clearcut, the D&J Construction team had to overcome some challenges.

TRAVEL RUTS & GUMBO MUD Any job may present obstacles along the way, but the Franklin Parish job had a distinct set of demands.

“There are a few unique things about this road,” White says. “The traveling ruts made it difficult for us to get density because of the variations of the road itself with the high and low points. That’s why we did a leveling course. The travel ruts were the main concern on this job.”

Along with the travel ruts, D&J Construction faced bad road beds because of the Louisiana soil conditions. The soil is heavy and presents problems when trying to achieve density.

“The further south you go, and east toward the Mississippi River, the material is very heavy and the road beds are in bad

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JOBSITE INNOVATIONS

Via the Volvo Co-Pilot display, the breakdown roller operator was able to toggle between real-time density, temperature and pass mapping information in order to make decisions on the fly.

Trusting the System One fear that many may have with using new technology is that it may not be as accurate as promised. After a lot of testing, D&J knows that once calibrated, the IC system is accurate and reliable.

The calibration process itself takes about 10 minutes and relies on comparing core samples with specified areas of the mat.

“The density calculations have been very accurate with our core samples,” White says.

“After the operator does his calibration and we get those final lab results back and plug them into the system, they nearly mirror the density readings and core readings. Once we get it calibrated, the operator knows that what’s provided by the system is accurate.”

D&J relies on core testing, and sees themselves relying on IC more as time goes on.

“The DOT has a specification, and we have to cut a certain number of cores per every thousands of tons of asphalt we lay,” White adds. “But as far as our research cores, the more accurate the system is and the more we learn it, the more comfortable we’ll be trusting the system and just going by the calculations it provides.”

Combine the easy calibration with the twoday training process, and D&J found it easy to get started with IC.

shape. The nomenclature we use here is gumbo mud,” White explained.

“When you’re trying to get density, you want something hard to beat against, because the vibration goes through the asphalt and hits whatever is under it. With heavy soils, if it’s dry, you have a lot of cracking. If it’s wet, it moves, almost like peanut butter. It makes it difficult to achieve density no matter what you try.”

MAKING THE SWITCH To meet the job specification of 92 PWL while facing challenges like an uneven road with traveling ruts, combined with the heavy soil in the road beds that presents problems when trying to achieve high density levels, D&J turned to their dealer, Scott Equipment, to help them more easily achieve high density specifications.

Creg Higdon of Scott Equipment has worked with D&J Construction for 15 of the more than 20 years they’ve been a Scott Equipment customer. Higdon helped D&J Construction determine that the business could benefit from an asphalt compactor outfitted with an IC system.

The system D&J chose was Compact Assist, the Volvo Intelligent Compaction System with Density Direct.

“D&J decided to buy the Volvo DD140C roller with Density Direct because they are focused on IC, and they know it’s going to help them improve their quality of work,” Higdon says.

Compact Assist with Density Direct provides real-time pass and temperature mapping, as well as density calculations that are accurate within 1.5 percent of core samples when the system is calibrated to the job’s asphalt mix.

After a demo of the software from Volvo Construction Equipment in 2016, the decision for D&J Construction to purchase the system seemed like a no-brainer.

They waited until they had enough jobs in the queue to warrant getting the system, and then they made the purchase.

REAPING THE BENEFITS The system has exceeded their expectations in many ways, solving several problems on the job site, such as irregular cores, over-compaction and dealing with temperature changes throughout the day.

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ASPHALT CONTRACTOR MARCH/APRIL 2018 www.ForConstructionPros.com/Asphalt

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JOBSITE INNOVATIONS

“Some of the problems we had before we bought the system were irregular cores," White says. "Some cores would be fine, but we were having some problem areas. We knew we were doing everything that we could process-wise, but some of our cores just weren’t passing. With this system, it shows us problem areas where we can go identify with the state DOT and show them we’ve done everything we can do as far as rolling the asphalt — it’s a sub-base or base problem. That’s really helped us.”

The density calculations themselves make it easier for the operators to know how accurate the density is to the specification of the job. Rather than a stiffness value, the Density Direct system provides a density calculation, which correlates directly with the PWL specifications of the jobs.

“Density Direct seems a lot more operator-friendly," White adds. "Other systems on the market show a stiffness index, whereas the Volvo system shows a density calculation, and that’s what we deal with out here in the field. That’s one of the main reasons we went with Density Direct — so we could have that density calculation.”

John Camp, an operator with D&J Construction for 20 years, has seen many benefits from using Density Direct.

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“Density Direct helps me keep up with the changing mix throughout the day with temperature changes, and it helps me coordinate with my quality control engineer,” Camp says. “It also helps keep me from making too many passes and over-compacting the mix.

Temperature mapping helps me stay out of the tender zone and keep the mix from cracking.”

The system has also helped D&J Construction cut down on how much the finishing roller gets used on the job site, ultimately reducing fuel costs, over-compaction and wear on equipment.

“The system has allowed us to scale back some on our finishing roller. The fuel consumption and wear and tear on the machine has been our biggest savings so far — probably $4,000 to $5,000 a year,” White says.

The Franklin Parish job wasn’t the first on which D&J Construction used IC. In fact, they used the system previously on a state highway job in eastern Louisiana, where they faced many of the same challenges.

“It worked really well with the heavy soils. We were having a hard time achieving density with the heavy soil.

With the system, we could show the state DOT where the problem areas were and that we were actually doing our part

With a 92 PWL density specification, the breakdown roller operator was able to monitor real-time progress on the Volvo Compact Assist with Density Direct system.

and doing all we could with the roller,” White says.

MOVING AHEAD WITH IC Despite the fact that Louisiana is not one of the 23 states which has adopted an IC specification, D&J Construction has found IC useful, making their paving operations run smoothly and helping to overcome any challenges they face while paving in difficult road and soil conditions.

White thinks the technology will bring future changes to Louisiana job specifications.

“I believe the state is going to start using IC,” White says. “So instead of cutting core samples, we’ll just go off of what the machine is saying.”

Whatever happens next, D&J Construction is glad to be ahead of the curve.

For more on Intelligent Compaction, visit ForConstructionPros. com/12069449.

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JOBSITE INNOVATIONS |

BY JEFF WINKE

for

HUGE MULTI-CONTRACT

ROAD PROJECT

New Hampshire I-93 rehab benefits from gravity-fed asphalt paver

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I

t may sound a bit over-the-top dramatic, but the New Hampshire Department of Transportation (NHDOT) proclaims that the widening of a 20-mile segment of I-93 between Exits 1 and 5 from the Massachusetts Stateline to Manchester, NH is one of

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the most ambitious projects that it has ever undertaken.

Clearly, I-93 is one of the state’s principal arterials and is considered critical to the economic vitality of the state, region and local communities. The roadwork to be performed is akin to brain surgery.

There’s a lot at stake and no room for any screw ups.

The gist of the major road project is that I-93 will be rebuilt and widened from two- to four-lanes.

According to NHDOT, “The main element of the improvement involves

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JOBSITE INNOVATIONS widening I-93 from the existing limited access two-lane highway in each direction to a limited access four-lane highway in each direction from Salem, NH at the Massachusetts/New Hampshire stateline heading northerly through Salem, Windham, Derry and Londonderry, and into Manchester, ending at the I-93/I-293 interchange.”

The $750 million project was started in 2008 and is anticipated to be completed by the end-of-year 2019. The first phases of the project focused on the The $750 million dollar project to rebuild I-93 started in 2008 and is expected to be completed by the end of 2019.

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clearing and grubbing of the land adjacent to the interstate to accommodate the additional lanes. Additionally, there was the construction of bridges, on and off ramps and park-and-ride facilities.

“We’ve joined the Rebuilding I-93 project at its final phase where we’ll be completing the asphalt paving on the remaining 12 miles of the project,” Amy Charbonneau, Continental Paving, Inc., Londonderry, NH says. “We are the subcontractor on four separate contracts with three general contractors. The GCs

are Audley Construction out of Bow, NH; Weaver Brothers Construction, based in Bow, NH; and Coleman Construction from North Conway, NH.” With 300 to 350 employees, Continental Paving serves the New Hampshire market offering commercial and industrial site development, asphalt paving and is a wholesaler for asphalt mix and aggregates. Projects have included commercial building sites, residential housing developments, roadway construction from town roads to interstate highways and airport construction.

REBUILDING I-93 The Rebuilding I-93 contracts do not cover the entire 20-mile segment being rehabbed. These are the last four big contracts in order to complete the entire widening of I-93 and covers the range from Mile 7 to Mile 19.

“Following the terms of our agreements, we are available to work for all of the contractors at the same time based on their needs and what they have ready,” Charbonneau says. “We’ll be building temporary bypasses, lane swaps and what works for them to keep the big picture moving forward.”

The first two contracts of the job site are for Audley Construction and are located on the southern section of the project. On these jobs, Continental Paving’s contract includes some reclaiming, milling, onsite crushing and the asphalt paving. The first Audley contract calls for approximately 140,000 ton of asphalt.

The total contract for Audley as a GC is valued at $49 million dollars with a completion date of October 2019.

“We have used our Roadtec Stealth Paver with a Carlson screed for 90% of the work on the project and when that wasn’t being used, it was the Roadtec RP190e rubber tire asphalt paver with the same MOBA-Matic II grade and slope leveling system on the machine,” Charbonneau says. “The highway through all four contracts is being reconstructed from the base up and we plan on paving the entire main line portion from gravel up with the Stealth Paver.”

The Roadtec RP-100e Stealth Paver is designed to be a low-maintenance

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JOBSITE INNOVATIONS gravity-fed paver specifically for operating with a material transfer vehicle. Continental Paving uses a Roadtec SB-2500e Shuttle Buggy material transfer vehicle with a 25-ton capacity to pair up with its Stealth Paver. The Shuttle Buggy stores and transfers hot-mixed asphalt material from a truck to a paver for continuous paving. A patented anti-segregation auger remixes materials in the MTV just before they are delivered to the asphalt paver.

The paving requires different mix combinations in different sections to help the state test longevity.

Charbonneau believes the benefits of the gravity-fed paver are tangible: “We do not track fuel costs per paver, but we see that the Stealth is saving on fuel cost and the paver is going to save us approximately 50% in wear part replacement cost on a yearly basis, due to the reduced number of moving parts on the machine itself.”

RECORD PERFORMANCE The second contract with Audley Construction has a $62 million value and requires placement of 116,000 tons of asphalt and a completion date of September 2020. As with all the contracts, Continental is paving from the gravel up.

“Our paving calls for the placement of three lifts of HMA to reach the finished surface,” stated Charbonneau. “There are different mix combinations in different sections to help the state test paved surface longevity. “

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The different combinations are comprised of base lifts made with 1-1/4-in. aggregate base, 3/4-in. aggregate binder and a 1/2-in. aggregate top course.

“After first using the Stealth Paver on a turnpike mill, fill and overlay in the previous season, we knew its capabilities on the smaller mix designs, but we were interested in seeing if it could perform as well on the 1-1/4-in. base and also to see if it would rid our mat of any segrega-

tion problems that we were having with the bigger base designs,” Charbonneau says. “The machine met our hopes on all accounts. We have previously received in the .96 to .99 pay factor with a conventional paver, and with the Stealth on the I-93 project we are currently receiving a maximum pay factor in the 1.02 to 1.05 range. We were able to achieve near perfect compaction numbers also.

“We have found that the Stealth paver lays a consistent mat at a higher than average feet-per-minute with great compaction numbers than with other pavers we use,” Charbonneau says.

With a 90-foot-per-minute paving pace, Continental was able to achieve with the Roadtec RP-100e Stealth Paver a record night for the contractor, when the machine placed 4,100 tons of asphalt at 1-1/4-in. by the morning, which was an 11-hour shift for the paving crew.

The third contract job for the contractor is for Weaver Brothers Construction. On their site, Continental Paving

will be milling and paving. The total contract awarded to Weaver Brothers was for $34 million and consists of approximately 88,000 tons of asphalt with a completion date of August 2019.

The fourth contract for Continental Paving requires milling and paving also.

The total contract awarded to Continental is $45.9 million and calls for approximately 115,000 tons of asphalt with a completion date of October 2019.

Throughout all four of the Continental Paving contracts, a variety of pieces of equipment will be used. A Roadtec SX-8e soil stabillizer-reclaimer machine was tested when the contractor had to reclaim a section of the existing highway which required a 12-18-in. cutting depth.

A half-lane Roadtec RX700e milling machine was used principally for transitional tie-ins and shoulder slope adjustments for lane shifts. The cold planer also plays a major role when bringing the lanes of traffic back from their shifts and swaps while making the surface ready and smooth for the top coat of asphalt.

The highway is being reconstructed from gravel up so there are not any major sections for Continental to be milled before paving, but on some of the sections where removal of existing highway was the goal, the company did mill off a majority of the asphalt to return to their main location for use as RAP in new asphalt production.

The whole NHDOT widening of the 20-mile segment of I-93 project was started 8 years ago and these Continental Paving contracts are the last piece of the puzzle. The rehab and widening of this major highway was considered much needed for the state.

For more on the Stealth Paver visit ForConstructionPros. com/11323833.

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

ASPHALT CONTRACTOR MARCH/APRIL 2018 www.ForConstructionPros.com/Asphalt

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JOBSITE INNOVATIONS Dynapac F1000T and F1000W Pavers The 10-ft. F1000W wheeled and F1000T tracked pavers can be equipped with either a center auger drive system or outboard auger drive system.

• Center drive auger system has a 6-in.-wide chain box and 17-in.-diameter flights to ensure continuous, uniform material flow • Outboard auger drive system for paving wide roads and for normal speed paving applications • Auger-conveyor feed-control system uses four ultrasonic sensors to measure material and automatically adjust conveyors and augers to optimize flow • Two ergonomic operating stations swing out to provide maximum visibility to the front and rear • Carlson front- or rear-mounted screed with tractor-mounted 34-kW generator to heat the screed Search: 10426778

Hamm GRW 280 Pneumatic Roller The GRW 280 pneumatic roller is designed to improve the operators’ view to the work with channels in the frame structure that reveal the outer wheels.

• Front hydraulic-cylinder suspension replaced by a pair of swing arms between the front pairs of wheels for an uninterrupted view to the front • Hydrostatic rear-axle drive • Can be ballasted for operating weights from 10 and 30 short tons • Intelligent ballasting system maintains weight distribution to front and rear axles • Single driver’s seat and console can be moved and pivoted toward the outer edge Search: 10250895

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R&D Hydraulics Trench Paver The R&D asphalt trench paver attaches to your equipment to provide faster production with less labor.

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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 of the roller drums, asphalt mat and surrounding areas • Adjustable, multi-position seat rotates and slides laterally to both side positions • 73.2-hp Kubota water-cooled, Tier 4-compliant diesel engines • ECOMODE system controls the engine speed in relation to the load, reducing fuel consumption by up to 30% • Crab-steer offsets the rear drum up to 6.7 in. in either direction Search: 11176441

Weiler W730B Road Widener Weiler’s W730 Road Widener offers a large hopper capacity and high-production conveyor to keep material flowing.

• 30-in. wide conveyor belt travels at speeds ranging from 0 to 800 fpm • The large-capacity receiving hopper has a 9-ft. 4-in. opening and hydraulically raises and lowers 14 in. allowing for easy loading on trucks and for extra ground clearance when moving off the job • Capable of widening from one to 14 ft. with a working depth from 12 in. above grade to 12 in. below grade • Self-cleaning head, tail, and return pulleys minimize material buildup • Heavy-duty, self-propelled road widener is designed to handle a variety of widening applications and material Search: 10983881

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JOBSITE INNOVATIONS Roadtec MTV-1100e Material Transfer Vehicle The 47,890-lb. MTV-1100e has a lower 9-ft. 10 1/2-in. height and a deck height of 6 ft. 2 in.

• Dump hopper includes a 22-in. triplepitch segmented auger and offers a 500-tph capacity • Front hopper with vibrating bottom plate to prevent material buildup • Heavy-duty, swiveling support casters under hopper designed to provide smooth movement • 250-hp Cummins QSB 6.7 Tier 4 Final engine Search: 12305565

EZ Road Lightweight TempRamps Vögele Dash 3 Paver Super 2100-3i Paver The Super 2100-3i paver in the new ”Dash 3“ generation from Vogele is equipped with an AB 600 extending screed in the TP2 Plus version for high compaction.

• EcoPlus low-emissions package combines a number of individual measures distinctly reducing the fuel consumption and noise of the paver • PaveDock Assistant facilitates communication between the paver operator and the driver of the feed truck and ensures that the material is supplied to the paver safely and without jolts • “PaveDock” push-rollers optional • ErgoPlus operating system • AutoSet Plus offers an automatic repositioning function and an automatic function for paving programs • High Compaction Technology based on pressure bar(s) driven by pulsed flow hydraulics

These lightweight TempRamps cost 30% less and are 80% lighter than the original rubber TempRamps.

• Can be used at butt joints, bridges, steel plates and end-of-day joints • Made from recycled materials • Mill one day placing TempRamps at joint, when crew paves, all they need to do is back out anchors, put them in pickup and take back to yard for the next time • When paver picks up at end of day, lay TempRamps down and roll off joint, next morning pick up TempRamps for a clean straight edge Search: 12114970

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Caterpillar CB10 Asphalt Compactor The 10-metric-ton CB10 asphalt compactor can be equipped with a combination of oscillatory and vibratory drums.

• Front drum available in two amplitude, five amplitude or Versa-Vibe systems that provides initial compaction • Rear drum with optional oscillatory system utilizes pod-style eccentric weight technology for optimal smoothness and density • Durable power-transmission employs a beltdrive system • Infra-red mat temperature sensors integrated into the front and rear bumpers Search: 12277402

VT LeeBoy 8515E Asphalt Paver The 8515E asphalt paver has a height of 68-in. for improved operator visibility to the front of the machine.

• 74-hp Kubota Tier 4 final engine • Enhance hydraulic system optimizes system performance • Paving width: 8-ft.to 15-ft.

• Legend 815 or Legend 815 heavy-duty electric screed • Poly pad tracks or continuous rubber tracks • Under auger material cut-off gates Search: 12313462

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2/16/18 10:22 AM

PAVING PRODUCTS Carlson CP85 Commercial Paver

Volvo P4410B Tracked Paver The P4410B tracked paver comes factory fit with the 6,500-lb.

Ultimat 16 front-mount screed, which can hydraulically extend to a full 16 ft. or up to 18 ft. with added extensions.

• 155-hp Deutz Tier 4 Final engine • Ergonomically placed dual screed consoles and remote controls allow optimal visibility and precise speed control • Includes power slope and power crown, a large hopper capacity and durable rolled hopper wings that prevent material buildup • Adjustable auger-to-screed distance • Built-in SmokEater extraction system

The CP85 features a high-torque, 74-hp CAT 3.4B Tier 4 Final engine that requires no DEF, a heavy-duty chassis, highway-class wear components and leading operator controls.

• Wear components including stronger chains and slats, fully replaceable Hardox floor plates, 12-in. replaceable auger flights and fully sealed highway-class auger bearings • Dual control consoles pivot down 30° and outwards 40° and control stations can be adjusted to the comfort and visibility needs of the operator • 8- to 15-ft. EZC815 electrically heated screed includes a 2% screed taper, full-length element hold downs for efficient heat transfer, adjustable slide track system and spring-loaded endgates Search: 20987451

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PRESERVATION UPDATE |

BY JESSICA LOMBARDO, EDITOR

Minnesota Metro District Saves

$800,000 USING 100% RAP The greater Minneapolis area used cold in-place recycling for the first time in more than 30 years on Hwy 110, saving both time and money

C

old in-place recycling (CIR) is not new. If the roadway is a good candidate for the process, it allows for 100% of materials to be recycled right there on the roadway. This saves on rock and asphalt costs, trucking costs, labor and more.

The Minnesota Department of

Transportation (MnDOT) Metro District recently put the CIR process to work for the first time in 30 years, saving them $800,000 on the Hwy 110 project alone.

HWY 110 READY FOR CIR Highway 110 is an east-west urban minor arterial in the southeast Twin Cities

Metro Area and in the summer of 2017, it was slated for repair.

“The pavement condition was the main driver for the 2017 project,” Tim Clyne, Metro pavement and materials engineer, says. “The ride quality was in the fair condition (2.2 to 2.5 on a 0-5 scale). Transverse cracks were prevalent and deteriorating, and longitudinal

This project was over $800,000 cheaper than the alternative thick mill & overlay, representing a cost savings of over 36%.

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cracks in the wheelpath were present as well. MnDOT maintenance forces had been patching and filling potholes throughout the corridor.”

The roadway was originally constructed in two segments - the western portion in 1948 and the eastern portion in 1984.

Both segments last received a mill and overlay in 1997, 20 years ago.

The repair was intended to restore the pavement condition and improve the ride quality for the driving public. Other aspects of the project included access management (intersection/turn lane modifications), construction of a box culvert for a local bike trail under the highway, drainage repairs (pipe replacements), ADA pedestrian upgrades and signing replacements.

“CIR was selected for Hwy 110 because a life cycle cost analysis showed CIR to be the most cost-effective rehab option,” Clyne says. “The life cycle cost analysis compared both initial construction costs and long term maintenance costs over an analysis period to a thick bituminous mill and overlay and a concrete overlay option. In addition, we’ve seen the success of CIR in other MnDOT districts as well as many local agencies and wanted to try it in Metro.”

MnDOT hoped that CIR would immediately reduce, delay or even eliminate reflective cracks that they would typically see in a bituminous mill and overlay project.

“CIR also recycles 100% of the material in place,” Clyne says. “This reduces costs, reduces the use of dwindling available virgin materials, reduces trucking and thereby increases safety in the workzone and is environmentally friendly.”

CIR IN ACTION The pavement design called for milling down 3-in. of the existing bituminous pavement followed by 4-in. of CIR. That process was followed by paving of a new 3-in. overlay. MnDOT specifications allow for both the CIR train and the single machine CIR operation. Midstate Reclamation & Trucking, the local contractor who completed the CIR work, used a CIR train consisting of a 12-ft. wide Cat milling machine with a RAP

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crusher, sizing screen and pugmill allin-1 machine that was hooked up to an asphalt emulsion tanker to provide the stabilizing/recycling agent.

After the CIR mixture was mixed in the pugmill, it was placed on the roadway in a windrow, picked up using a pickup machine, placed with a conventional Vögele paver and rolled with Hamm compaction equipment.

“The paver used infrared thermal profiling technology to measure the temperature uniformity (as a surrogate for mixture uniformity),” Clyne says. “Each roller was also outfitted with intelligent compaction technology to assess compaction quality and uniformity.”

Existing shoulders and turn lanes received a 3-in. mill and overlay.

New turn lanes were constructed with 7-in. bituminous over aggregate base over imported sand subgrade. The target emulsion rate for engineered emulsion was 2.2%, or 0.97 gallons/SY. There was about 100,000 SY of CIR on the project.

PROJECT PRESENTS CHALLENGES The weather often presents challenges during construction in Minnesota and this project was no different.

“In the eastbound direction between the CIR operation and the bituminous overlay, we experienced a very significant rainfall event which left the grade wet and soft,” Clyne says. “When McNamara Contracting, Inc., the bituminous paving contractor, came to place the overlay, their equipment sank into and left ruts/ depressions in the CIR layer.”

The contractor and a MnDOT inspector were able to work through the issue and get the roadway paved and when they came back to do the paving in the westbound direction, the contractor paid closer attention to their

emulsion rate and compaction effort of the CIR layer and weather was more favorable in order to pave the asphalt overlay with no issues.

Another challenge was due to the addition of turn lanes and drainage work.

MnDOT had to construct the pavement

The pavement design called for milling down 3-in. of the existing bituminous pavement followed by 4-in. of CIR. That process was followed by paving of a new 3-in. overlay.

to a finished profile and in doing so, had to correct several issues with cross-slopes and superelevations.

“Our MnDOT surveyors solved the problem by providing elevations for the contractor to do variable depth milling to the proposed profile so that the bituminous overlay on top of the CIR could be paved uniform and meet the final profile,” Clyne says.

The original construction plan also called for CIR in turn lanes, gore areas and other miscellaneous areas. However, it is rather difficult to get the CIR train in and out of those hard-to-reach places which presented yet another challenge for the paving team.

At the pre-construction meeting, S.M. Hentges & Sons, Inc., the prime contractor on the project, and MnDOT discussed the issue and changed the

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TM

How do OSHA’s silica dust regulations affect the construction industry?

In the road construction, paving and asphalt production industries, the primary source of airborne crystalline silica exposure occurs from fracturing aggregate or rock. OSHA’s Silica Rule (29 CFR 1926.1153) specifically regulates acceptable exposure levels in various construction-related jobs.

Meets OSHA Table 1 Standards Reduces employee exposure to dust caused by construction-related activities.

Targeted Formula for Dust Control Specially formulated, concentrated suppressant designed for crystilline silica dust control.

TABLE 1: OSHA has identified the specific controls for the road construction industry in Table 1. OSHA believes implementing these controls will reduce employee silica exposure to below the regulatory level.

Improves Worker Safety

Employers have two options to become OSHA compliant:

Effective at High Dilution Rate

1. Exposure Assessment - Employer conducts regular tests to ensure silica dust exposure for all construction activities is below the regulatory PEL.

-- OR -2. OSHA-Specified Controls - Employer can opt out of exposure assessments and is exempt from other portions of the above rule if specific controls (outlined in Table 1) are used during certain construction tasks.

Testing shows up to 100% reduction in silica levels when used at 400 to 1 dilution for certain construction activities.

Visual dust reduction is noticeable at dilution rate of 400 to 1.

Saves Time & Water Reduces amount of water needed for effective dust control, requiring fewer tank fills

Preserves Milling Bits Provides additional lubrication to milling bits reducing wear over time.

NeSilex™™ Distributor Opportunities Available Now! Search: 11294540

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Hwy 110 sees approximately 25,000 vehicles per day so MnDOT successfully managed the traffic staging by doing a full directional closure. Each directional closure lasted about six weeks.

MnDOT hoped that CIR would immediately reduce, delay or eliminate reflective cracks that they would typically see in a bituminous mill and overlay project.

project to only include CIR of the mainline pavement (two through lanes in each direction), leaving the other areas as mill and overlay.

The eastbound direction was paved over seven days in August and the westbound was done over five days in September.

“Traffic staging is a huge problem for almost any construction project in the Metro District, which is probably one reason we haven’t done a CIR project in quite a while,” Clyne says. “Hwy 110 sees approximately 25,000 vehicles per day. We successfully managed the traffic staging by doing a full directional closure - for example, maintaining traffic in the westbound direction in their current lane configuration while closing eastbound traffic and detouring them onto a nearby parallel route. Each directional closure lasted about six weeks - primarily due to the construction of the box culvert and deep pipe replacements. The CIR

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and bituminous paving operations had about a two-week duration total for each direction.”

This project was over $800,000 cheaper than the alternative thick mill & overlay, representing a cost savings of over 36%. Which means MnDOT will be using this process more frequently in the future.

“MnDOT Metro District has several CIR projects on the books in future years - some on bituminous pavements similar to Hwy 110, and one or two upcoming projects where we do a CIR layer on top of an existing (old, beat up) concrete pavement prior to a new bituminous overlay,” Clyne says. “Outstate MnDOT districts and local agencies continue to plan more CIR projects as well.”

For more information on CIR, visit ForConstructionPros. com/20984416.

Summary of work • Upgraded signing between Hwy 55/Hwy 13 and I-494 • Modified turn lanes at various locations to improve safety and traffic flow • Modified access at Dakota Dr, Carmen Ln, United Church of Christ/SonShine Learning Center, Charlton Rd, Sunfish Ln and a residential driveway to improve safety • Updated pedestrian crossings at Hwy 149/ Dodd Rd, Delaware Ave. and Mendota Rd to meet current ADA standards • Removed and replaced the top layer of pavement with CIR on Hwy 110 east of I-35E to I-494 to extend pavement life and provide a smoother ride • Repaired and upgraded drainage • Removed trees and shrubs in areas to meet clear zone standards prior to construction

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PRESERVATION UPDATE |

BY JESSICA LOMBARDO, EDITOR

Complying with OSHA’s

SILICA DUST RULE in the Asphalt Industry The Permissible Exposure Limit goes into effect in June 2018, asphalt contractors and mix facilities need to be ready

O

SHA’s Silica Rule or Permissible Exposure Limit (PEL) was finalized and implemented for the construction industry in 2017. The rule goes into effect in June 2018 for “General Industry” which includes asphalt pavement construction contractors and mix facilities.

The asphalt pavement industry has been proactive in understanding and implementing the necessary control equipment for road construction activities and has been reviewing the types of controls that may be needed at a mix facility. But will you be fully

‹

compliant by the deadline?

“The new silica rule forces asphalt contractors to implement engineering controls to reduce the amount of respirable silica dust on construction sites to meet the new PEL of 50 μg/m3 (micrograms per cubic meter) which is five times less than the previous standards,” Kat Murray, marketing director at Chemtek says. “The new rule will ensure a safer work environment for all on-site personnel.”

The rule references Table 1 which outlines specific controls for each construction activity. Depending on the activity, either a vacuum system (to suck up the dust) or a surfactant (to suppress the dust) are now required depending on the construction activity.

“Silica dust exposure and the resulting health hazards has been a very real problem on construction sites for years and the new OSHA rule is finally addressing that problem,” Murray says. “It is now the contractors’ responsibility to ensure a safe working environment in order to be compliant. To ensure compliance, contractors either have to complete exposure testing to ensure PEL levels are

To counteract the dust created from milling, contractors can add a suppressant to the existing water system on their mill.

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below the new required limit or implement the controls outlined in Table 1 of the rule.”

LIMITING EXPOSURE Crystalline silica refers to a group of minerals composed of silicon and oxygen found in asphalt, concrete and rocks.

Respirable refers to the silica being small enough to easily inhale.

“In the road construction, paving and asphalt production industries, the primary source of airborne crystalline silica exposure occurs from fracturing aggregate or rock,” Murray says. “This occurs during milling, sawing, crushing and transporting of asphalt, concrete and rock.”

As mentioned, there are two primary ways of limiting exposure – vacuuming up the dust or suppressing it with spray down system that utilizes a surfactant.

The asphalt industry has been discussing limiting silica exposure since 2003, when the National Asphalt

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The amount of dust a single milling machine generates can be hazardous to crew members when exposed for long periods of time. Exposure to respirable silica dust is extremely hazardous and can cause cancer, COPD and Silicosis, an incurable lung disease. As of June 2018, companies need to be compliant with OSHA’s silica dust exposure rule.

Pavement Association (NAPA) led the formation of a Silica/Milling Machine Partnership to evaluate milling machines and silica exposure hazards to protect workers surrounding these operations.

This led to a redesign of the water system in the machines. Some time was spent trying to figure out how to redesign the nozzle systems internal to the machines to get at the source of the dust.

While some new equipment is already set up with a vacuum system, most existing equipment will need to be up-fitted or have a dust suppressing surfactant added to a water spray down system. Upfitting dozens of pieces of existing road construction equipment with a vacuum system however is unrealistic and costly for most companies, so going the dust

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suppressant route can make sense in the short-term.

“We have found that the safest way to operate is to utilize a combination of the vacuuming and suppressing the dust and to ensure an effective surfactant is used,” says David Elam, NeSilex product manager who has been involved in the development and field testing of the product from the beginning. “At Chemtek, we have focused our efforts on creating a silica dust suppressant specifically designed for the road construction industry to add to existing spray down systems. Initial testing has proven that our product, NeSilex, when used at proper dilution, can decrease respirable silica dust exposure by up to 100%. Most milling machines and many sweepers

already have an integrated water spraydown system. Simply adding NeSilex to the water tank can limit respirable silica dust exposure and in many cases, ensure OSHA compliance.”

MIX PRODUCERS NOT IMMUNE Asphalt plants and rock quarries fall under the OSHA rule for the “General Industry” and a medical surveillance program is required for all General Industry employees who are exposed at or above the acceptable limit for 30 or more days per year.

The General Industry rules will be phased in as follows: “medical surveillance requirements for those employees exposed at or above the PEL must be

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PRESERVATION UPDATE

Safety expert Lindsay Cook and David Elam, NeSilex brand manager, have conducted all of the surfacant product testing in the field.

INSET: Lindsay Cook, reading test equipment.

met by June 23, 2018, and medical surveillance requirements for employees exposed at or above the acceptable limit, met by June 23, 2020. Compliance with engineering control requirements is set for June 23, 2021. All other elements of the General Industry Rule must be implemented by June 23, 2018.1” “Asphalt plants and quarries need to be proactive in implementing engineering dust controls now,” Murray says.

“They will need to set up water spray systems in areas where silica dust occurs and use a dust suppressant to control the dust. It is also possible that they may have to require their exposed employees to wear masks that will limit their exposure. OSHA will speak more concerning General Industry in the future.”

“Asphalt plants and quarries need to be proactive in implementing engineering dust controls now...”

EXPOSURE CONTROL PLANS OSHA guidelines also require companies to develop and maintain a written silica exposure control plan under 29 CFR 1926.1153(g)(1). A written exposure control plan will include, at a minimum,

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the following elements: • A description of the tasks in the workplace that involve exposure to respirable crystalline silica; • A description of the engineering controls, work practices and respiratory protection used to limit employee exposure to respirable crystalline silica for each task; • A description of the housekeeping measures used to limit employee exposure to respirable crystalline silica; and • A description of the procedures used to restrict access to work areas, when necessary, to minimize the number of employees exposed to respirable crystalline silica and their level of exposure, including exposures generated by other employers or sole proprietors Also, under 29 CFR 1926.1153(g) (2-4), employers must: • Review and evaluate the effectiveness of the written exposure control plan at least annually and update it as necessary • Make the written exposure control plan readily available for examination and copying, upon request to covered employees, their representatives, OSHA and NIOSH • Designate a competent person to make

frequent and regular inspections of job sites, materials, and equipment to implement the written exposure control plan.

For additional resources related to OSHA silica regulations, visit www.

AsphaltPavement.org/silica.

“Exposure to respirable silica dust is extremely hazardous and can cause cancer, COPD and Silicosis, an incurable lung disease,” Murray says. “It is not only important for contractors to implement these Table 1 controls to be exempt from employee exposure testing, it is important to protect the companies most valuable asset – their employees.

Employers should go above and beyond the engineering controls and take an extra measure where possible to reduce exposure.”

References: 1. J. Lindsay Cook, CIH, CSP, Mar 24, 2016, OSHA Announces New Final Rule on Crystalline Silica – Effective June 23, 2016

For more information on OSHA’s Silica Dust Rule & using Table 1 to comply, visit ForConstructionPros. com/12213220.

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Search: 10074983

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PRESERVATION UPDATE

Alabama Tests Rejuvenator to Prevent ALDOT, NCAT and Midsouth Paving collaborate on US Route 431 experiment

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he Alabama Department of Transportation(ALDOT) is conducting an experiment on a four-lane highway involving an advanced, non-toxic asphalt rejuvenator in a pavement mix containing a high percentage of recycled asphalt pavement (RAP).

ALDOT is collaborating with the National Center for Asphalt Technology (NCAT) at Auburn University and contractor Midsouth Paving Inc. on the design, production and installation of a trial resurfacing course for a section of US Route 431 in the Troy area of the Southeast Region of Alabama.

The applied research project involves a 0.7-mile segment of the slow-lane in the northbound roadway that was paved with a high-RAP mix dosed with Delta S, a newly commercialized, sustainable asphalt rejuvenator.

The research project stems from ALDOT officials’ concern that early cracking may occur in its pavement containing significant amounts of RAP. For a number of years, it has been standard practice for ALDOT maintenance projects to incorporate 20% RAP in resurfacing mixes as a way to preserve pavements economically. Many other DOTs across the nation have similarly adopted the use of RAP to cut costs while extending the life of asphalt pavements. This is corroborated by the extent of asphalt recycling now taking place.

In 2016, more than 79 million tons of recycled materials — mostly reclaimed asphalt pavement and recycled asphalt roofing shingles (RAS) — were put to use in new asphalt pavements according to the latest survey of asphalt producers’ by the National Asphalt Pavement Association (NAPA) and the Federal Highway Administration. Furthermore, the survey revealed that reclaiming and reusing the asphalt cement in RAP and RAS saved more than $2.1 billion in 2016 compared to the use of virgin materials, and also saved nearly 50 million cubic yards of landfill space that would have been used to dispose of demolished asphalt product.

A REMEDY FOR HIGH-RAP MIX CRACKING The substantial use of RAP in pavement mixes underlines the widespread recognition of its benefits, among them, according to NAPA: it reduces cost and bid prices of hot mix asphalt materials; for design purposes, RAP mix is structurally equivalent to conventional mix containing all-virgin materials; and longterm performance is at least equivalent to virgin mix.

However, industry experts warn of a major problem associated with using large amounts of RAP in pavement mixes, i.e., the higher viscosity and lower ductility of embedded asphalt due Midsouth Paving Inc. places experimental hot mix on section of US Route 431 in collaboration with Alabama DOT and National Center for Asphalt Technology.

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to long-term aging in the elements can lower the resistance of new pavement to cracking. A remedy for this problem is the use of an asphalt rejuvenator to restore the original properties of asphalt binder. Again, experts caution: conventional asphalt rejuvenators may contain derivatives of benzene, a toxic substance.

Delta S remedies this problem since its chemistry is derived entirely from organic plants and is harmless to humans and the environment, according to producer Collaborative Aggregates LLC. An affiliate of Warner Babcock Institute for Green Chemistry (WBI), Collaborative Aggregates LLC manufactures, markets and sells engineered construction products developed by WBI labs, where more than 20 scientists are creating sustainable technologies for all industries producing or employing chemicals. A team of these scientists invented Delta S to help prevent premature cracking of high-RAP content asphalt pavement.

NCAT GETS INVOLVED ALDOT decided to take a close look at the new non-toxic rejuvenator.

“We were looking for a solution to the early cracking that has been occurring in our standard maintenance resurfacing mix, which contains 20% RAP,” Christopher Huner, P.E., Troy area materials engineer for ALDOT’s Southeast Region says. Huner discussed the problem with Raymond “Buzz” Powell, PhD, P.E., the assistant NCAT director and manager for the Center’s 1.7-mile oval test track.

Located in Opelika, AL, the research track consists of up to 46 sections of sponsored experimental pavements that undergo accelerated performance testing to simulate the effect on pavements from up to 15 years of interstate highway truck traffic.

“Dr. Powell has experience with Delta S used in test sections at the track and with lab analyses of the rejuvenator, and he suggested we try including it as part of one of our regularly scheduled maintenance resurfacing projects,” Huner says.

“He also indicated that the information gathered from this application would be useful in augmenting what they had

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PRESERVATION UPDATE learned about Delta S from the test track experience.”

ALDOT approved the suggestion and authorized the rejuvenator trial for a segment of US Route 431 that was part of a resurfacing contract with Midsouth Paving, an Old Castle company. It was further agreed that Dr. Powell would manage the design, production and paving for the project.

EXPERIMENT GOES FORWARD According to Alexander Murphree, Midsouth Paving’s quality control manager, they produced liquid asphalt binder for the trial by adding 83 gallons of Delta S directly to 6200 gallons of PG 67-22 liquid asphalt, resulting in a 1.37% rejuvenator/binder blend. In the Astec control room of the 200-tph drum mix plant, operator “Buster” Hicks combined the modified liquid asphalt binder with sufficient RAP and virgin aggregate to yield the 450 tons of 20% RAP mix required for the road test. Hicks maintained materials quantities and temperatures to produce a final dense-graded asphalt mix with

a maximum size aggregate of 3/4-in. and temperatures averaging about 320°F. The experimental mix was earmarked for inlaying a stretch of US Route 431 not far from the intersection with US Route 82 near Eufaula. At the test site, where 1-1/2 in. of existing pavement had been milled off and a tack coat of CSS-1h (cationic slow set) emulsion was applied, haul trucks arrived from the 12-mile trip carrying asphalt mix with temperatures averaging 300°F. Midsouth Paving used a Roadtec SB2500D Shuttle Buggy (material transfer vehicle) to pass asphalt mix from the trucks to the company’s RoadtecRP 190E paver. A HAMM HD+120i roller in vibratory mode performed initial breakdown compaction in three passes right behind the paver, while a Volvo HD118HF roller in static mode provided finish compaction in a single pass.

RAP mix and that of regular RAP mixes installed on adjacent highway lanes.

“The Delta S made the RAP mix more workable for the crew than the regular RAP mix. And we saw a difference in the materials’ densities,” Murphree says. “The cores we took of the regular RAP pavement averaged 93.2 density, while the cores of the Delta S RAP mix averaged a 94.5 density. In addition, lab tests confirmed that the Delta S mix bulk specific gravity was higher than that of regular mix, indicating it had fewer voids.

NCAT TO MONITOR RESULTS The test paving was concluded in December 2017. Dr. Powell and NCAT personnel under his supervision are monitoring the performance of the Delta S modified RAP pavement and will provide data gathered on the experimental mix to all stakeholders every six months

MORE WORKABLE, GREATER DENSITY Midsouth Paving’s Murphree said he noticed a difference in workability on the job between the Delta S-modified

Midsouth Paving’s Historic Industry Roots The producer and installer of the ALDOT experimental asphalt pavement mix on US Route 431 has roots running wide and deep in the asphalt industry.

Midsouth Paving Inc. has a total of 16 asphalt plants and eight construction offices in Alabama and Florida; and six aggregate plants in Alabama, Tennessee and Georgia.

The company’s asphalt plants produce hot mix and warm mix for a wide variety of paving and road laying applications, including pavement base, binder and top courses, together with Superpave products, plus cold mix products for patching and temporary surfaces. It also produces experimental mixes, such as the ALDOT Delta S mix placed on Route 431.

While its core business is asphalt paving, the company offers such construction services as base, grading, drainage and minor structure concrete for interstate highways, state highways, county roads, city streets, commercial parking lots, industrial parking and storage, railroad yards, airports and residential subdivisions. The company has performed work for Alabama and Florida DOTs and two-thirds of the counties in Alabama and the Panhandle counties, plus such federal agencies as NASA, US Army, National Park Service, Department of Defense, Department of Natural Resources and the Federal Aviation Administration, among others.

Midsouth Paving, Inc. started out as Warren Brothers Company, which was founded February 5, 1900 in Nashville, TN. They expanded their operations into Birmingham, AL in 1906. After over six decades of operation they were acquired in 1968 by Ashland Oil, Inc. After the acquisition, the name changed to AshlandWarren, Inc. By 1980, the name was changed to APAC, Inc. but was still under the ownership of Ashland. APAC, Inc. was acquired by Oldcastle Materials Group in 2006, which led to the eventual creation of Midsouth Paving, Inc. in 2013.

As an Oldcastle company, Midsouth Paving Inc. is part of the North American arm of CRH plc, a global building materials business based in Dublin, Ireland.

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for two years. The data will focus primarily on pavement ride quality and any occurrence of cracking.

Paul Fournier has been writing articles on civil engineering construction projects for more than 40 years.

For more information on the NCAT Test Track, visit ForConstructionPros. com/12147371.

RIGHT: Midsouth Paving’s HAMM HD+120i vibratory roller provides breakdown compaction as Roadtec RP190E paver places Delta S-dosed, high-RAP mix on US Route 431.

BELOW: The contractor milled off 1-1/2 inches of existing pavement on 0.7-mile segment of four-lane highway in preparation for resurfacing with experimental mix.

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PRESERVATION UPDATE HDE 1050 MV Asphalt Maintenance Vehicle The HDE asphalt maintenance vehicle is a turnkey infrared asphalt repair machine that will heat up and soften a localized area of the surface course asphalt. This allows the area to be re-worked and compacted repairing any surface deterioration.

• Infrared heaters can soften the top 2.5-in. of asphalt to the original mixing temperatures in 5 to 10 minutes without burning the asphalt • Potholes, surface cracks, bad joints, bird baths, catch basins and manholes can be economically repaired with minimal time expended and minor traffic re-routing throughout the year • The HDE asphalt heaters have also proven well for pre-heating of the asphalt for cold weather paving • The unit is available in three different heating sizes and up to 5 standard reclaimer designs Search: 10825057

GuardTop CoolSeal Pavement Sealer CoolSeal by GuardTop is an ultra high performance asphalt-based sealcoat that achieves lower surface temperatures with its lighter colored surface and higher reflectivity.

• Using CoolSeal by GuardTop will produce measurable reductions in surface temperatures • CoolSeal by GuardTop has been tested and certified to meet the industry standard 33% solar reflectance design goal and is a long-lasting product that will seal and beautify pavements for up to seven years • Perfect for school districts, parking lots and LEED eligible building projects • The benefits of cool pavements extend beyond just cooling the local ambient air. More reflective parking lots allow building owners and cities to save on energy needed to illuminate streets and parking lots Search: 20862401

Etnyre Maintenance Asphalt Distributors Optimize your speed and accuracy of single application and resealing liquid asphalt applications with Etnyre’s Maintenance Distributors.

• The unit features Etnyre’s exclusive circulation control system Search: 20866364

UNIQUE Ravel Check Asphalt Rejuvenator Ravel Check is an asphalt based emulsion with penetrating oils and asphalt resins designed with LOCK THE ROCK technology to rejuvenate, preserve and restore asphalt based pavements.

• Slows pavement deterioration in one application • Extends pavement life 3-5 years • Easy application • Stops moisture from penetrating surface • Rebinds asphalt and aggregate for added strength • Available in bottles, pails, drums and totes Search: 20867195

Bergkamp M1E Continuous Paver The Bergkamp M1E self-propelled, full-size continuous slurry seal and micro surfacing paver reduces the number of construction joints by receiving a constant supply of material while the machine is working.

• Bergkamp equips the M1 continuous slurry seal and micro surfacing paver with its EMCAD (Electronic Mix Control and Diagnostic) System that electronically controls production and sends constant feedback to the operator • All major component clutches, chains and sprockets on the standard M1 have been replaced with direct-drive hydraulics to work with the EMCAD System, reducing the number of wear parts and maintenance points on the machine • The 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 • Aggregate, asphalt emulsion, water, additive and fines are proportionally delivered and metered according to the set points as per mix design and real-time production cycle error monitoring and reporting for control components is provided • Powered by a 335-hp Cummins diesel engine Search: 20991057

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W! NE and ne iPho oid App r And ovides Pr ote Rem ss to e Acc ater He us Stat

MEEKER PATRIOT

Hot Oil Heater Features: • PLC Touchscreen Technology • “SABER” Stack Cuts Down Stack Temperatures and Saves $$$ • All Heaters Are Test Fired at Factory Before Shipping • Personal Service with Strong Commitment to Customer Satisfaction

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PRESERVATION UPDATE Roadtec CIR Additive System The Roadtec CIR Additive System is used in the cold-in-place recycling of asphalt pavement in the repair and rehabilitation of asphalt-paved roads.

• The system is used to transfer, measure and inject either emulsion or foamed asphalt to the cutter housing of the milling machine • The additive is then thoroughly blended with the milled material and transferred for paving • Mounted to the rear of the milling machine, the CIR Additive System is the same width as the mainframe of the milling machine Search: 20866975

VSS Macropaver 12B

Wirtgen W 250i Cold Milling Machine The W 250i includes an extra-large milling drum unit that enables up to a 12-ft. 6-in. working width and a 14-in. milling depth.

• Features the intelligent WIDRIVE machine management system, a Dual Engine Concept, PTS (Parallel To Surface) system and intelligent speed control (ISC) • Three selectable milling drum speeds of 1,600, 1,800 and 2,00 rpm • FCS Light quick-change system allows various milling operations to be carried out using different drums • Multifunctional control display and LEVEL PRO control panel Search: 11272726

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-gallon water and emulsion tanks • Options include CALTRANS material monitoring and control system; truck speed control on operator platform; stainless-steel additive tank/pump system; high-pressure washer/reel; and more Search: 10085540

Renova 4000 Asphalt Recycler The RENOVA 4000 is a self-contained, easy to operate, mobile machine that produces hot mix asphalt on site from reclaimed asphalt pavement extracted directly from the repair area or from stockpiled millings, RAP or excess asphalt.

• Used for patching potholes and utility cuts and for making other small asphalt repairs year round regardless of the outside temperature • Produces up to 2 tons of recycled hot mix asphalt per cycle in 12 to 15 minutes or at 8 tph, producing a premium-grade hot asphalt paving mix Search: 12303127

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Caterpillar PM300 Series Cold Planers Caterpillar introduces the PM310, PM312 and PM313 Cold Planers to the global milling market and is ideal for smallto-medium job sites where compact dimensions, optimum maneuverability and high production capabilities are required.

• The PM300 Series features three drums sizes, wheel or track undercarriage and a swinging right leg to accommodate medium sized milling projects and true flush cutting on the right side

• Powered by a 325 hp Cat C9 ACERT engine, matched with an optimized cooling system to power the rotor drive.

• The PM310 offers a 39.4-in. rotor and chamber; the PM312 offers a 48.2-in. rotor and chamber; and the PM313 offers a 51.2-in. rotor and chamber • Cutting chamber and rotor are positioned at the back for the machine to enable positioning a cut tight to obstacles • Operator station is located above the cutting chamber for excellent visibility and reference to the cut • Proportional controls on steering, propel and conveyor joysticks give better feel to the operator to make adjustments • Touchscreen displays provides easyto-read gauges, function indicators and warning indicators to keep the operator informed of machine operation and vital systems • The PM300 Series offers all models in a track or wheel undercarriage • Dust abatement system is standard in countries that require it, enhanced with an additional water spray system • Canopy protects from sun and the elements Search: 20986630

ASPHALT CONTRACTOR MARCH/APRIL 2018 www.ForConstructionPros.com/Asphalt

RAP IS WORTH WHAT IT REPLACES.

From Equipment to Application Any recycled product is worth what it replaces. To fully realize the value of RAP, you must process it back to its original mix design. As an Astec Industries group, KPI-JCI and Astec Mobile Screens are leaders in RAP processing. We pair that with a wide selection of crushing, screening, and material handling equipment required to fractionate RAP and ensure the highest quality materials throughout the recycling process.

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Retrofit Controls

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The control system: it’s the heart of your plant, reaching every aspect of your operation.

ASTEC Retrofit Controls expand and improve your capabilities with an all new control system customized to fit your needs. It’s like a heart

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Pictured from left to right Roy Bryant, Plant Foreman Ricky Pendergrass, General Superintendent Bailey Watkins, Asphalt Plant Manager

When our outdated controls started to give

us problems, we knew it was time to upgrade. your Includes an updated We chose Astec because of the service.

A Stransplant T E C , for IN C .plant. an Astec Industries Company Astec has the absolute best service.

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CLASSIFIEDS RAP-14936 Astec Portable 8’ Double Barrel Plant • 1994 Astec Portable Double Barrel Plant • 2006 Portable8’ Astec Double Barrel Drum Mixer • Shaggy Dog Quad Axle Whisper Jet Burner • 2001 Portable 5 Bin Cold Feed Ssytem Nominal 10x14 • Portable Aggregate Scalping Screen and Scale Conveyor • Nominal 48k CFM Portable Astec Baghouse w/ New bags

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• 360 degre viewing • Nominal 12x12 • No Controls

RAP-15101 ADM 5X28 STATIONARY PARALLEL FLOW DRUM

• No recycle collar • Never had asphalt in it • Hauck Starjet 420 combo with blower • Trunnion driven

RAP-15255 MAXAM COUNTERFLOW DRUM

• Recycle collar • 8’ x 45’ • Model year 2010 • Right hand discharge

• Horizontal Cyclone • 2006 Portable 3-Bin Astec Green Recycle System • Portable Recycle Screen and Scale Conveyor • 75 Ton SEB with Gooseneck Mounted Control House w/ PM2 Controls • Portable 25k Gallon Heatec AC Tank gooseneck mounted Heatec HOH & Metering pump • Stationary 20K RFO Tank

RAP-15267 GENCOR VERTICAL AC TANK

• Hauck Ecostarr • 20,000 Gallon burner Capacity • Trunnion Driven • KO box available and other misc. parts.

www.ForConstructionPros.com/Asphalt

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• Model year 1992 • Includes starters and breakers attached to unit

• Coiled for Hot Oil

RAP-15268 1997 ASTEC BAGHOUSE

• 1997 Astec Baghouse • Model RBH 68 1997-142-175

• 68,000 CFM • Exhaust Fan w/ (2) 150-hp Motors • Stack

RAP-15086 PORT. GENCOR 8’X15’ RAP SYSTEM

• Gencor Hammermill Crusher • 75hp Motor On Crusher

• 8x15 Bin Opening • Grizzly • 15hp Motor • 36in Feeder

RAP-14952 BARBER GREENE PARALLEL FLOW DRUM MIXER

• 7’ x 43’ Shell W/ 8’ Expanded Ends • Trunnion Driven (4) 20 HP Motors

• RAP Collar

RAP-14883 GENCOR/ BITUMA MAIN DRAG SLAT CONVEYOR

• 400tph - 102’ Overall with Chrome Floor • 98’-6” Shaft to Shaft • 32” Inside Box Width • 100hp Motor with • Model Year 1988 Rex III Drive • Hot Oil Heat on Floor • Single Strand Chain

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CLASSIFIEDS ASPHALT PLANTS · ADM 350 TPH Portable Counterflow Drum Mix Plant · Astec 250 tph portable drum mix plant · 300 tph counterflow drum and baghouse · ADM 110 tph portable · ADM 110 tph stationary drum plant w/ silos and recycle · 100 TPH Portable Drum Plant w/ baghouse · 10,000# H&B Asphalt Batch Plant with silos · 4000# Cedarapids asphalt batch plant · Astec 75-100 Ton Self-erect silos · 80,000 CFM Baghouse · Portable 20,000 gallon asphalt tank

· · · · · · · · · ·

CMI 51,000 CFM Baghouse Portable 46,000 CFM Baghouse Almix 250 tph slat conveyor Astec 500 TPH Double Barrel only Astec portable recycle bin Two bin rap system Almix 120 tph drum & baghouse 7’X30’ portable drum mixer ADM 750 barrel self-erect lime silo Wylie 3140 40 tph asphalt plant

Please Call For Complete Inventory

Plant for sale? Call Clancy!

Serving the Asphalt Industry for 50 years

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

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 92

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CLASSIFIEDS KEEP YOUR AGGREGATE MATERIAL COVERED WITH A

CLEARSPAN FABRIC STRUCTURE F or

nearly 40 years C lear s pan F abriC s truCtures has been covering aggregate materials with dependable structural solutions.

i ndustry -l eading W arranties - ClearSpan structures are built to last. With triple-galvanized steel frames and durable covers, they can withstand corrosive environments and will compliment your business for decades to come.

GET INDUSTRY-SPECIFIC INFORMATION AT CLEARSPAN.COM

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

i n -H o u s e F i n a n C i n g i s b a C k - As low as 4.99%.

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

www.ForConstructionPros.com/Asphalt

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CLASSIFIEDS

RLS

Parts and Equipment

“Manufacturer of Asphalt Plants & Components” 33595 Bainbridge Rd. Suite #204 • Solon, OH 44139 PHONE: 440-498-1843 • FAX: 440-498-1921 EMAIL: rlspartsandequipment@gmail.com • www.rlspartsandequipment.com

PLANTS * * * * * * * * * * * * * * *

ACS Astec Barber Greene CMI-Simplicity Cedar Rapids Cummer Custom Built Estee FAB Spec H&B Kenco Littleford Madsen McCarter Stan Steel

Elevators Bearings Spacers Buckets

Motors Gears Chain Reducers

Dryer

Call Today!

Plate Washers Sprockets Dodge Parts Hardware

Flights

•J

• Basket

• Converta

• 120 degree

• Combustion

• Saw Tooth

Trunnions Trunnion Assembly on Angular Frame

Request a catalog for your plant(s). Email rlspartsandequipment@gmail.com Tips Shanks Liners Shafts Collars Seals Order with confidence, high quality, low prices, customer satisfaction

We look out for YOU!

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CLASSIFIEDS

Weigh and Control Baghouse Dust BEFORE

INSTALL

AFTER

Precisely Weigh Sand, Mineral Filler, Aggregate, Dust, RAS etc. in hard to get places. Easy retrofit at gravity fed transfer points. See us at the World of Asphalt Booth 3937

952-939-6000

clarence@clarencerichard.com www.Ez-Flo.us





   

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







  

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

New!!! Only 4” Tall Continuous Weigh- Ez-Flo Scale

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

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

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

THIS COULD BE YOUR AD!

To place an ad in Asphalt Contractor Call Denise Singsime 1-800-538-5544 ext: 1245 dsingsime@acbusinessmedia.com www.ForConstructionPros.com/Asphalt

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CLASSIFIEDS ASPHALT MAINTANENCE COMPANY FOR SALE In WESTERN COLORADO Owner Retiring

EQUIPMENT INCLUDES BUT NOT LIMITED TO:  2 - 6000 gal. storage tanks  1 - 1500 gal. truck mounted tank with pump and spray wand  1 - 550 gal. truck mounted tank with pump and spray wand  Cimline crack filler

 Misc. crew trucks  Support equipment and all necessary hand tools  Customer references, contact list and Alpine Pavement Maintenance name.  Infrared Truck Unit

OPPORTUNITY AWAITS!

E

AV

S

Butt Joints/ End-of-Day Joints

Business started in 1995 and has an excellent reputation throughout the western slope of Colorado including Aspen, Vail, Steamboat, Durango and all areas in between.

Contact Denise Singsime at 1-800-547-7377 ext. 1381 Fax: 920-563-1700 Denise.Singsime@cygnus.com

Business has averaged $500,000.00 to $750,000.00 gross sales.

Asking $250,000.00 for entire business and equipment.

No property is included.

970-242-8487 | earl@asphaltgj.com

PAVING FABRIC INSTALLATION MACHINES

PUMP PACKING

Telescoping 1’-19.5’ Grizzly 600T & 1’-16’ Cub 300T

Butt Joints

Steel Plate TempRamps

Stop your pumps from leaking!

GAC for 38 years "The World’s Best"

Steel Plate Ramps

®

6 US & Foreign Patents with Patents Pending Mounting for Endloaders • Buckets • Oil Trucks Fabrics & Grids Install Almost Wrinkle Free Reduces Labor Costs • Installation Time • Speeds Production Roll Pullers™ for Truck Unloading - 3" & 4" cores

www.gacco.com gacco@outlook.com • 619-222-5111

Pre-cut packing sets proven within the Asphalt Industry.

Viking®, Roper, Rotan, etc.

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

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

TempRamps pay for themselves in two uses.

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

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

See us at World of Asphalt Houston, TX March 6-8, 2018 Booth 3647

OIL DISTRIBUTORS 2018 ETNYRE

Etnyre 2000 Gallon Centennial

• 16’ Spray Bar – 1’ Increments • Computer Controlled • 2 Diesel Burners • Etnyre Centennial • 33,000 Lb. GVW

• Mounted on 2018 Freightliner & IHC Trucks • Diesel Engine • Auto Transmissions 2 Speed Rear Ends

CALL JON AT (701) 293-7325 • www.swanston.com 96

ASPHALT CONTRACTOR

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For up-to-the-minute industry news between issues,

FOLLOW US ON SOCIAL MEDIA Facebook: Asphalt.Contractor Twitter: @AsphaltContrctr Instagram: asphaltcontractor

Index Advertiser Index

PAGE

Advertiser Index

PAGE

1-800-Pavement

27

Meeker

85

Almix

9

Odor Control Solutions

41

Ammann Group

35

Paratherm

71

Asphalt Drum Mixers

38 – 39

Process Heating Company

46

Astec Inc.

13, 50 – 51, 90

R C Musson Rubber Company

96

BITCO Insurance Companies

43

R & D Trench Paver

93

Calculated Industries

92

Reliable Asphalt Products

91

Carlson Paving Products Inc.

99

RLS Parts and Equipment

94

Case Construction

25

Roadtec an Astec Industries Company

11, 100

Caterpillar Inc.

15

Rotochopper Inc.

45

Chemtek Inc.

74

SealMaster

61

Clarence Richard

95

Superior Tire & Rubber Corporation

67

ClearSpan Fabric Structure

93

Swanston

96

Dillman Unidrum

20 – 21

Systems Equipment Corporation

33

Dynapac Fayat Group

7

Tarmac International Inc.

69

Eager Beaver Trailers

59

Transtech Systems Inc.

79

E. D. Etnyre & Co.

48

Volvo Construction Equipment

17

E.T. Clancy Company

92

Weiler

65

Evans & Daniels Inc.

92

WEM Automation

37

E Z Road Inc.

96

Willow Designs & Fabrication LLC

95

FastMeasure By KTP Enterprieses

95

Wirtgen America Inc.

5, 54 -55

Gencor Industries Inc.

3

General Combustion

19

Gorman-Rupp Pumps

53

Heatec Inc.

2, 49

Homestead Valve Division

14

Hydronix

68

Kenco Engineering Inc.

47

K-M International

89

KPI-JCI Astec Companies

87

LeeBoy

29

Libra Systems Corporation

52

www.ForConstructionPros.com/Asphalt

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Get fast, relevant product information in the Buyers Guide at

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THE LAST EXIT |

BY JESSICA LOMBARDO, EDITOR

Asphalt With a Magnetic Personality Naturally sourced magnetite placed in bitumen heats quickly and could solve the growing pothole problem

M

innesota’s Mesabi Iron Range is a vast deposit of iron ore and the largest of four major iron ranges in the region collectively known as the Iron Range of Minnesota. Discovered in 1866, it is the chief deposit of iron ore in the United States.

Researchers at the University of Minnesota Duluth are using this local source to find new ways to repair potholes.

Their research has found that magnetite-rich iron ore found in the nearby Mesabi can be turned into bitumen to create a modified material.

This material has the ability to readily absorb micro waves and heat very quickly.

“More than 10 years ago, we showed that magnetite and magnetite-containing rock were excellent microwave energy absorbers,” Larry Zanko senior research fellow in economic geology at the Natural Resources Research Institute, University of Minnesota Duluth says. “We started thinking: when combined with portable microwave The process applies technology, could magnetiteheat to the mixture containing materials be an with a truck-mounted effective solution to coldmicrowave system until weather pothole repair?” the temperature reaches at least 212° F at base of mixture in the hole.

98

MICROWAVING PAVEMENT Magnetite readily absorbs these micro waves but these researchers are not using the same technology you have in your kitchen. During the repair process, a mixture of RAP, microwave-absorbing taconite materials and RAS are placed into the pothole. They overfill the hole by about two inches for compaction.

This compound consists of 1- to 2 percent magnetite and crushed asphalt from RAP and RAS. The material is then packed into a pothole and “microwaved” until the binder softens and is compactible, thanks to the magnetite.

Heat is applied to the mixture until temperature reaches at least 212° F at base of mixture in the hole. Sufficient heating takes place in about 8 to 12 minutes at a 40kW power level.

In the pilot test, the researchers worked with a small company which had previously developed a truck-mounted microwave system to thaw frozen ground to access buried utilities. They adapted their high-power (50kW), vehicle-based microwave system for the project.

One welcome side effect of the inplace heating mechanism is that it drives off moisture, letting the patch more readily adhere to the surrounding pavement. Patch material can be premixed and stockpiled or mixed on site. And you don’t need to keep material hot during transport, making this patching system

well-suited for cold weather situations.

“The existing pavement essentially becomes part of the repair itself, a unique and key benefit of this technique,” Zanko says. “And our repairs showed excellent longevity, with some performing well more than two years after their installation.”

The project also demonstrated that an effective microwave pothole repair compound can be made almost entirely from inexpensive and abundant recycled materials (such as RAP and RAS) that many maintenance departments have on hand, as opposed to repair compounds that rely on specialized asphalt formulations, virgin asphalt and/or specialty binders.

And it wouldn’t be much of a stretch for Minnesota’s taconite industry to supply the relatively small quantities of magnetite a repair compound would consume. The industry typically produces about 40 million tons of magnetite concentrate annually, and generates tens of millions of tons of additional byproduct rock that also contains magnetite.

The byproduct taconite rock actually represents a potential source of hard and durable high quality aggregate for our nation’s roads and highways.

For more information on pothole repair, visit ForConstructionPros. com/12305807.

ASPHALT CONTRACTOR MARCH/APRIL 2018 www.ForConstructionPros.com/Asphalt

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SM

WE ARE DEDICATED TO YOUR SUCCESS IN EVERYTHING WE DO. IT’S WHO WE ARE. We know that getting the job done safely, correctly, and profitably is a priority. That is why we offer unrivaled service, technology, and knowledge to drive your success. It is why Roadtec provides you with a level of expertise and training not found anywhere else because that is what you need.

Dedicated to Success.

© 2018 ROADTEC, INC. ALL RIGHTS RESERVED Search: 10074458

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