Asphalt Contractor June/July 2016

How to add shingle grinding to your asphalt business Page 50

Latest Technologies for Production, Paving & Preservation www.ForConstructionPros.com/Asphalt

30th

2010

1980

2000

ANNIVERSARY ISSUE

PAVING

INNOVATIONS

through the years

Page 20

June/July 2016

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

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

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

H E AT E C , I N C .

Other options are also available.

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

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

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

®

Search: 10073245

an Astec Industries Company

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

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Upcycle:

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

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

Ultradrum A.R.E. 50%

UltraRAP 70%

MegaRAP 100%

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

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

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

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

407.290.6000 or visit www. gencor.com Search: 10073090

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› TABLE OF CONTENTS JUNE/JULY 2016

DEPARTMENTS IN EVERY ISSUE

8 Editor’s Perspective

FutureRoadBuilders.com is designed to attract young adults into our industry.

10 New Products The latest products and innovations for asphalt contractors.

18 Technology accept GPS tracking.

2010

1980

2000

Update

50 How to help your employees

COVER STORY:

73 Ad Index

20 Three Decades of Paving Innovations

74 The Last Exit

As Asphalt Contractor celebrates its 30th year of serving the asphalt road building industry, we take a look back at how asphalt pavers have evolved.

PAVING INNOVATIONS

PLANT MATTERS

30 Paving Products

50 How to Add Shingle

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

PAVEMENT PRESERVATION

34 With Asphalt

Emulsions, High Float = High Performer

Unlike conventional asphalt emulsions, after the water evaporates, high floats leave more than just asphalt behind.

44 AEMA-ARRA-ISSA

Present Awards at Annual Meeting

During the recently combined annual meeting in Florida, these associations recognized members who have actively contributed to the preservation industry.

46 Preservation Products

How to keep construction workers cool.

56

Grinding to Your Asphalt Business

Wolf Paving adds shingle grinding to its plant operations to save resources and money.

54 Cliff’s Notes

Remote infrared thermometer allows workers to focus on more important tasks.

50

56 Plant Products

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

SPECIAL REPORT: TECHNOLOGY

56

58 Putting Technology to the Test

Production study shows how integrated machine technology can halve road building time, reducing fuel consumption and man hours by over 30%.

Milling machines, reclaimers, infrared equipment & more.

58

4 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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A WIRTGEN GROUP COMPANY

Brand New Highway Class Paver SUPER 2000-3i.

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

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

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

www.wirtgen-group.com/america

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

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WHAT’S ONLINE www.ForConstructionPros.com/Asphalt STATE DOTS MOVE TOWARD INCREASED ROADWAY DESIGN FLEXIBILITY A committee of top

AEM & NORTHWESTERN UNIVERSITY UNVEIL FUTURE OF INFRASTRUCTURE STUDY

engineers representing state

The Assocation of Equipment

departments of transportation

Manufacturers has launched

has adopted a resolution

an in-depth study on the future

directing the development

trends and opportunities influ-

of more flexible highway and

encing how U.S. transportation

street design guidance.

infrastructure will move people

Search: 12213163

and goods in the year 2050.

Search: 12211377

39%

OF HIGHWAY CONSTRUCTION CONTRACTORS REPORTED CRASHES AT WORKSITES OVER PAST YEAR A large number of highway contractors reported that motor vehicles had crashed into their construction work zones during the past year, according to the results of a new highway work zone study conducted by the Associated General Contractors of America.

Search: 12210385

PROPER ROLLING ENSURES ASPHALT OVERLAY SMOOTHNESS Pavement design, field

ARIZONA DOT TAKES HIGHTECH APPROACH WHEN FREEWAY NEEDS A LIFT

conditions, paving and

When a section of freeway

compaction equipment, and

settles a bit, taking a high-tech

general construction practices

approach to the repair work

can all attribute to bumps in

allows the Arizona Department

your asphalt. Here’s how to

of Transportation to give the

avoid that.

roadway a lift without digging

Search: 12198947

up the pavement.

Search: 12212337

June/July 2016 Vol. 30, No. 5

Published by AC Business Media Inc.

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

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

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

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).

6 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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>>>TEST DRiVE

YOU SAYYOU WANT T O TRY IT BEFORE YOU BUY IT? NO PR OBLEM.

SYSTEMS Equipment's demo van offers the ideal touch-feel-see experience for asphalt producers!

Showcasing the complete line of SYSTEMS automation products in an interactive format, this try-it-on-for-size experience will give you peace of mind in knowing what you will get and how it will work - before vou ever invest a pennv. Engineered with common-sense functionality, simplicity of use, and practical, accurate data display, SYSTEMS automation delivers!

Let us prove it to youl

Search: 10074806

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June/July 2016 • Vol. 29, No. 5

EDITOR'S PERSPECTIVE

A Tool to Combat the Labor Shortage

Published by AC Business Media Inc.

Lisa Cleaver, Editor

lcleaver@ ACBusinessMedia.com

FutureRoadBuilders.com is designed to attract young adults into our industry

F

inding qualified workers is a challenge all road builders face. Part of the problem is the perceived image our industry has – many think it’s a low skill, low wage, dead-end career path.

A new website is challenging that image and trying to attract young adults into choosing road building as a rewarding career.

The Constructors Association of Western Pennsylvania (CAWP) is offering a free virtual pre-apprenticeship program that allows users to interact with each phase of a virtual highway construction project and learn about the skills needed to be a laborer, operating engineer, truck driver, etc.

The content of the program consists of videos, images and assessment questions that will provide users with a better understanding of the industry and assist with uncovering the skills needed for a career in highway construction.

Part of Future Road Builders is the CAWP Skill Arcade that tests coordination and skills tying rebar, lets users experience the challenges a road flagger encounters on the job and allows users to operate an excavator.

Each game is free and can be downloaded to a computer or mobile device.

Programs that feature game-based learning take a subject and make it fun. The game gives users the experience of being on a construction site, seeing the jobs and understanding what they entail.

After completing the pre-apprenticeship program, which typically takes 90 minutes, users will receive a certificate of completion and be ready to apply for one of several apprenticeship programs in highway construction located in western Pennsylvania.

Over 1,500 students have used Future Road Builders. While the focus is western Pennsylvania, the concept can easily be adapted by other states and associations.

Our industry has a perception problem and a program like this that is designed to educate about the career opportunities, good pay and opportunities for growth can go a long way to attracting young adults into it.

Which is necessary because our industry is also getting older – 48% of the highway construction industry employees in the U.S. are 45 or older, so we need to attract the younger generation. Using technology and tools they understand will go a long way toward doing just that.

When you get a moment, check out FutureRoadBuilders.com and let’s figure out how to get this program in every high school across the country so kids know there are viable alternatives to a four-year university degree.

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

Publication Staff Publisher

Amy Schwandt

aschwandt@ACBusinessMedia.com Editor

Lisa Cleaver

lcleaver@ACBusinessMedia.com

Associate Editor

Jessica Stoikes

jstoikes@ACBusinessMedia.com

Ad Production Manager

Patti Brown

Art Director

April Van Etten

Sr. Audience Development Mgr

Wendy Chady

Audience Development Mgr

Angela Kelty

Advertising Sales (800) 538-5544 Sean Dunphy sdunphy@ACBusinessMedia.com Jill Draeger jdraeger@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: (800) 543-5055 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 Elizabeth Jackson, Account Executive, Merit Direct LLC, Phone: (847) 492-1350 ext. 18 Fax: (847) 492-0085 • ejackson@meritdirect.com

AC Business Media Inc. Chairman

Anil Narang

President and CEO

Carl Wistreich

Executive Vice President

Kris Flitcroft

CFO

JoAnn Breuchel

Vice President, Content

Greg Udelhofen

Vice President, Marketing

Debbie George

Get fast, relevant product information in the Buyers Guide at ForConstructionPros.com/Asphalt 8 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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THE UNIFIED “UF” SERIES DRUM

SINGLE DRUM COUNTERFLOW

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

NO

SACRIFICES COMPROMISES

CONS:

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

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NEW PRODUCTS

New crushing & screening plant adds versatility, mobility

T

he new portable K300/6203CC from KPI-JCI and Astec Mobile Screens is a highly-mobile crushing and screening plant designed to provide application versatility and serve as a rental tool for producers in sand and gravel, quarry or recycle applications.

The K300/6203CC combines a heavy-duty, roller bearing Kodiak Plus K300+ Cone Crusher with a triple-shaft, low-profile horizontal screen.

Its modular design offers flexibility for easily converting the plant to meet producer configuration requirements.

Engineered with mobility in mind, the K300/6203CC has the axle configurations to fit all myriad transportation requirements.

In its closed-circuit configuration, the K300/6203CC allows producers to use a single chassis to produce up to three finished products or supplement existing demand in a small footprint, reducing the number of auxiliary conveyors required to get the job done.

The closed-circuit plant also offers the flexibility to convert to an opencircuit configuration by simply reversing the closed-circuit cross conveyor,

according to Ian Pendergrass, product development manager.

“The new modular design allows customers to easily convert the plant to meet their needs,” Pendergrass says.

Multiple axle configurations are available to meet portability needs, making it ideal for producers on the move.

Several product discharge chutes or cross conveyor options are also available, as well as feed conveyor and feed conveyor drive options.

Search: 12187665

Larson Horizontal Light Mast The LM-30-HZ-4X400LTL-LED-EW-3KVA-600V horizontal LED light mast features a two-section assembly that extends to 30 ft. for maximum area coverage and collapses to 17 ft. when not in use. The mast is extended and retracted using an included electric motor and lead screw.

• Extends to its full horizontal position using an included 1,000-lb. electric winch with 1/4-in. cable • Includes four 400-watt LED lamps that produce a wide flood light pattern with a combined total of 1,600 watts and 508,000 lumens of light • Lighting system connected to the power source by a four switch control box • 44-in. wide and 2-in. x 2-in. x 1/4-in. mounting plate attached to the telescoping section of the mast provides a strong, stable platform for the light fixtures Search: 12195047

10 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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

roadtec.com 1.800.272.7100 423.265.0600

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

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NEW PRODUCTS Topcon Falcon 8 Drones

Illumagear Halo Light Personal Active Safety System The Halo Light is a personal active safety system that attaches to any standard hard hat and produces a ring of light around the wearer, enabling him or her to see and be seen in all directions at all times.

• Tension spring mounting system connects securely to any hard hat • Four light modes (Halo, HI-Alert, Task and Dim) with up to 276 lumens of power in 360° • Dual safety and task light visible over a quarter mile away while fully illuminating the task area out to the visual periphery • Comes with a rechargeable battery pack that provides over 12 hours of full power • Easy single-button functionality Search: 11248138

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

The Falcon 8 rotary wing unmanned aerial system (UAS) is powered by Ascending Technologies (AscTec) and designed for inspection and monitoring, as well as survey and mapping applications.

• AscTec Trinity autopilot safety feature provides three levels of redundancy for protection against performance drop or loss of control • Suited for mapping or modeling projects up to 85 acres that require high-resolution imaging • Three inertial measurement units synchronize all sensing data and identify, signal and compensate when needed • Real-time video and data monitoring capability • Includes navigation software for planning and optimizing flights Search: 12123107

Caterpillar Diamond Cutting Bits Cat Diamond Bits can save operating costs and fuel efficiency by 15%.

• Proprietary technology uses high pressure (1 million lbs. per square inch) and high temperature (3,000° F) to interlock the diamond grains into the stinger tip, which is set on the carbide body • Designed to remain sharp for hundreds of hours • Last up to 80 times longer than carbide tips, keeping crews more productive, month after month • Assure faster project completions • Virtually eliminate labor costs for pick changes; eliminate unplanned, unproductive interruptions • Deliver proven fuel savings per ton of production • Enable faster milling speeds and increased productivity • Eliminate costly pick inventory, and the handling that goes with it • Require no rotation, crucial because half of carbide failures result when tools fail to turn • Create less vibration, increasing the life of planetaries, drive shafts, stub shafts, bearings and other parts and components • Increase track-pad life because the machine does not work as hard • Deliver a dramatically improved return on your mill investment through increased engagement • Extend life of moldboards through a consistent pattern; protect welded-on base blocks — and ultimately the drum

Sakai R2H Static Roller The Sakai R2H static roller is designed for use on thin lifts and other jobs whose specifications restrict use of vibration.

• 64-in.-diameter drums • Delivers 365 lbs. per linear inch compaction force • Redesign meets EPA current standards for emissions and features improved airflow to the engine, more efficient hydraulic systems and a new drum configuration that makes maintenance and upkeep easy • Heavy-duty articulating and oscillating center hitch design • Neutral-activated dynamic hydrostatic braking Search: 12191638

Broce BW260 Sweeper Broce Mfg. Co. introduces its three-wheel model sweeper the BW260.

• 4-cylinder Kubota V1505 engine • 3-wheel on the ground towing • Large operator area • Dual forward/reverse foot pedals • Redesigned dash with locking cover Search: 12188520

Search: 12186884

12 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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THE FACES OF ASTEC PARTS

When Astec parts salesman GREG PAINTER is not calling on customers to support their parts needs, you can find him on the water fishing or in the woods hunting. But when you call, he’ll trade that fishing hat for a hard hat, because he is always your parts man.

An ASTEC parts salesman knows that being successful in his job means that you count on him to deliver when needed. So when you need a part, he will take the call because no matter what else he is, he is always your parts man.

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

ASTEC delivers the industry’s best customer service. That is what sets us apart.

Any part, any brand. We can help.

Search: 10072061

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Long Drying Time Plus Long Mixing Time Equals

High Quality

MIX

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

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

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DILLMAN UNIDRUM Features

• • • • •

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

Search: 10072736

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NEW PRODUCTS Kennametal Road King Series The new Road King series from Kennametal is a single tool system designed for both reclamation and milling road projects.

• Body design accentuates easy penetration with less stress on the washer, retainer and holding system • Series of optimized tip designs (flat bottom as well as valve seat) for varying job conditions, along with a single body design that accommodates all of them, greatly simplifying inventory • Increased body hardness on all tools to maximize wear resistance • Fluted body design supports better tool rotation behavior, improving tip wear • Head design also leads cut material away from the tool, reducing the buildup of fines between retainer and shank • Increased collar diameter maximizing holder protection Search: 12197345

ClearSpan Low-Profile Building The Low Profile Building from ClearSpan Fabric Structures is designed to be built on blocks, foundations, containers, helical piers or posts of any height, ensuring that the building’s clearance meets any application.

• Triple-galvanized structural steel • Features a peak design and utilizes ultrastrong truss arch design • Covered with 12.5-oz., 24-mil rip-stop polyethylene fabric that is UV resistant and comes in four color options Search: 12194516

McCloskey I44R Impact Crusher McCloskey introduces the I44R, which combines crushing, screening and recirculating to provide seamless production.

• 42-in.-diameter x 43-in. wide impactor side wall angles to allow better material flow • All new feed boot on main conveyor • Radial return conveyor allows recirculated oversize to either go back to the hopper, be stockpiled or fed to another machine Search: 12197375

Search: 12176781

16 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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TURN GREEN INTO BLACK. USE LESS FUEL.

GENERAL COMBUSTION OFFERS A FULL LINE OF HY-WAY HEATERS HY SERIES · HYT SERIES · MKVO SERIES · ELECTRIC TANKS · SA ELECTRIC SERIES HEATERS · PI ELECTRIC SERIES HEATERS

All Hy-Way heaters deliver the highest efficiency by way of their unique turbocoil design. In fact, it’s the most energy efficient heater in the market with lower stack temperatures than competitive units.

Which means your profit isn’t being wasted up the stack. With over five decades of unrivaled experience in efficient heat transfer, General Combustion helps you make more black. No other system saves you more.

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

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TECHNOLOGY UPDATE

How to Help Your Employees Accept GPS Tracking 5 steps to introducing this technology that will build a positive perception of it for your employees

By Jenny Malcolm

O

ne of the biggest challenges for asphalt contractors when implementing GPS tracking into their fleet operations is introducing the technology to employees. Although management may be convinced that GPS tracking will benefit the business, employees are not always on the same page at the beginning. Here are some tips to have a successful experience.

1

Introduce it before rollout

Some fleet managers are concerned about employees reacting negatively to using a GPS platform to track their vehicles, so they implement the system without introducing the technology to drivers.

Gathering raw data for comparison before the full rollout is a fair practice, but once the decision has been made to use a system, employees should be made aware. Using GPS tracking to monitor vehicle locations without employee knowledge will almost guarantee a backlash and create a negative perception of the technology. It’s important to be upfront and honest from the beginning.

2

Address concerns

The most common concern that employees will bring up is that GPS tracking is “Big Brother” or overly intrusive. Drivers may think that it’s being introduced because management doesn’t trust them.

It’s important for fleet managers to listen to the objections and debunk the myths to alleviate concerns. Fleet managers should also explain that using GPS tracking is not about a lack of trust — it’s about incorporating tools that will create better results for the business.

Explaining to employees that the business will not use GPS tracking to be overly intrusive, but rather to improve productivity and help the business become more profitable will

increase positive perception of the technology.

3

Explain why

How is the business going to be more productive and profitable? The “why” is important. If speeding citations are higher than industry standards or fuel costs are at an all-time high, fleet managers should share that information with employees. Presenting how a GPS tracking system can help solve these challenges is important and will help employees understand why the business needs it.

GPS tracking systems are used to reduce speeding, harsh braking, rapid acceleration/ deceleration and accidents. Preventing reckless driving will create a safer work environment for drivers, and they should be pleased to work for a business with the highest safety standards.

Another reason many asphalt contractors implement GPS tracking is to reduce costs.

GPS tracking systems allow fleets to reduce fuel costs, labor costs, maintenance expenses, rightsize their fleet and more. If overhead costs are higher than they should be due to unnecessary expenses, the business will have fewer resources available to put back into the business. When employees realize that there is a need to monitor these metrics to reduce high costs and make the business more profitable, they will be far less resistant.

4

Present the benefits

Employees want to know how they will benefit. Benefits can include increasing revenue and making operations more efficient. When the business becomes more profitable, it will increase employees’ earning potential. Having more funds available will allow the business to increase salaries, award bonuses and create incentives for employees.

Incentive programs are a great way

to improve fleet metrics and motivate employees at the same time. A Driver Scorecard Report will rank vehicles based on speeding, rapid acceleration/deceleration and idle time. By sharing this report’s graphical results with employees, they will have a clear understanding of what areas they need to improve to receive their incentive.

5

Set ground rules

It’s a best practice to set ground rules of when and where GPS tracking will be used.

It should not be a surprise to drivers when they are held accountable for their behavior with GPS tracking data. When employees understand what is expected of them and there are policies in place, there should be little to no backlash about the use GPS tracking data for employee assessments.

Topics to cover include how GPS tracking data will be used and what will be enforced, if and how GPS tracking data will be used during employee assessment, penalties for tampering with devices, when vehicles will be monitored, etc.

Introducing GPS tracking to employees is a common concern for many businesses during implementation. Presenting the technology in the right way is crucial to gain employee acceptance from the start. Asphalt contractors will increase positive perception of GPS tracking by explaining how and why the technology will be used, having open conversations with employees and presenting the benefits obtainable. With the use of GPS tracking, asphalt contractors receive true fleet intelligence and gain the ability to take full control over their fleet.

Jenny Malcolm is the content marketing specialist for GPS Insight. For more information, contact gpsinsight.com.

18 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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A WIRTGEN GROUP COMPANY

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

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

> Material conveying system counteracts thermal as well as mechanical segregation

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

www.wirtgen-group.com/america

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

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PAVING INNOVATIONS The industry’s first paver, developed by Barber-Greene in 1931, was a technological achievement but lacked mobility.

THREE DECADES OF PAVING INNOVATIONS

As Asphalt Contractor celebrates its 30th year of serving the asphalt road building industry, we take a look back at how asphalt pavers have evolved over that time

By Lisa Cleaver, Editor

Asphalt Contractor magazine began publishing in 1986, and in the last three decades, there have been many changes to the equipment you use during your daily paving operations. In this article, we’re going to take a look at asphalt pavers and how they have evolved in the last 30 years to the machines we use today. But first, a little walk through the history of asphalt pavers.

I

n 1876, President Grant paved the nation’s first street, Pennsylvania Avenue, on the north side of the White House. According to A Century of Progress: The History of Hot Mix Asphalt, published by National Asphalt Pavement Association, the president’s paving project covered about 54,000 square yards and used ‘Trinidad’ bitumen.

Early asphalt paving jobs were very labor intensive and, until the 1920s, the earliest items for laying asphalt could be easily transported by hand. These included brooms, lutes, squeegees and tampers.

Builders in the early 1920s would use modified Portland cement concrete mechanical spreaders for the first machine-laid asphalt. Later, they added

20 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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tailgate spreaders and concrete strike-off screeds.

On November 15, 1930, in Aurora, IL, Harry Barber made a sketch of a revolutionary new machine that would become the asphalt paver. Barber asked a patent attorney to come from Chicago and see this new machine, and so began the development of the modern asphalt paver.

Barber’s machine featured mixing and placing in a single operation and was exhibited for the first time at the 1931 Road Show in St. Louis. Barber realized that the mixing and placing operations needed to be separated; the mixing section became the line of BarberGreene asphalt plants while the placing section became the Barber-Greene paver line.

Early pavers used screw conveyers to distribute the mix in front of a screed that tamped the mix, which was suitable for coarse-graded mixes, but on dense-graded mixes that were common on city streets, the machine experienced problems including surface imperfections.

In 1933, the independent floating screed was developed. This screed, along with the tamper bar that permitted uniform material density of the finished surface, were the two key features that allowed the machine to become successful. Early pavers had a hopper where material was dumped into and spread by an auger. The floating screed was supported on runners that travelled on the prepared base material.

Sheldon G. Hayes was the first to use a Barber-Greene finisher, which consisted of a tractor and screed unit with a vertical tamping bar.

Pictured here is a vintage Caterpillar paver circa the early 1990s.

Pavers added electronic leveling controls in the 1950s and automated screed controls in the early 1960s. Extra-wide finishers, capable of paving two lanes at once, debuted in 1968.

In 1987, one year after Asphalt Contractor magazine was born, the material transfer vehicle (MTV), which helped increase paver productivity, was introduced. [See box, “The Evolution of MTVs” on page 26.]

A look back at the 1980s According to our sources, the asphalt pavers you would find in the 1980s were very much the same as the ones you find today, yet so very different.

“In a lot of ways, pavers 30 years ago weren’t all that different from what they are today,” says Eric Baker, director of marketing and sales support with Roadtec. “The fundamental principles of the free-floating screed and tractor have not changed a lot.

What has changed is the ease of operation,

Roadtec’s current models feature an antisegregation design of the feed tunnel, the feed tunnel discharge and the rear augers.

quality of pavement and smoothness and ease of maintenance.”

Jon Anderson, global sales and service consultant with Caterpillar – Paving Division, agrees. “The basic asphalt paver configuration was the same as it is today – wheel or track undercarriage, front loading hopper and floating screed,” he says. “Screeds were extendable with all the sloping and adjustments of today’s screeds, but most adjustments were done manually by hand cranks.”

“Mechanical” is a good term to describe most asphalt pavers in the 1980s. Pavers had mechanical gearbox drive systems, which required a lot of parts – gearbox, travel pumps and motors, drive shafts and drive chains.

“State-of-the-art pavers in the mid-80s were pavers evolving from linkages and chain/ gear box drives to hydraulic and electrohydraulic controls,” says Laikram ‘Nars’ Narsingh, manager, commercial support and development, for VÖgele. “Propel systems were evolving for chain and sprocket drives to hydrostatic drives, while cylinder functions started to evolve from manual lever control valves to electric-over-hydraulic controls.”

Screeds of the time were predominantly fixed-width screeds. Width changes were made mechanically.

“You would have to build the screed to the width you were paving, and, if width changes were required, they weren’t on-the-fly like they are today with hydraulically extendible screed,” says Henry Polk, product marketing manager, paving products with BOMAG America. “Additionally, you could not set the auger height for the screed like you can today.

This limited the paving depth, as the thicker the lift, the greater the chance it would be to create chevron patterns in the mat.”

June/July 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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PAVING INNOVATIONS

With continued emphasis on uniform mat quality, density and roadway safety, asphalt screeds will have to continue to meet more stringent specs as mandated by Departments of Transportation.

Screeds Over the Years As long as there have been roads with asphalt, there have been devices to help lay down the material. In the late 19th century and early 20th century, rudimentary screeds helped crews to spread the material which would then be hand worked before the material would be rolled.

By the 1930s, technological advancements began to emerge with the introduction of the first “paver.” This machine, mounted on forms, helped eliminated much of the tedious hand work and increase production.

While 1931 saw massive leaps in paver technology, asphalt screed technology would have to wait until 1934 when Barber-Greene introduced the forerunner to all modern screeds with a the industry’s first floating screed.

Extendable units The first and most important innovation that has aided the evolution of screeds was the introduction of power extendable

screeds. Prior to this innovation, all screeds were a fixed width and only able to be adjusted for width with bolt-ons.

The advantage of the power extendable screed was the ability to attain variable width paving on the fly, especially on commercial and municipal jobsites, and leading to substantial time and labor savings.

By the 1970s, some manufacturers began to experiment with variable width platforms but with limited market and performance success since these extensions were simply strike-offs.

Then in the early 1980s, the introduction of James Carlson’s EZII extensions changed that. With its narrow extension plate, the EZII was able to give contractors the variable width paving platform they wanted while increasing paving performance and consistent, uniform mat quality.

The EZII was able to mount to nearly all fixed width screeds in the industry at the time, and with its success other manufacturers like Blaw-Knox and BarberGreene began to design their own power extensions with screed plates that would mount to their existing screed platforms.

By the late-1980s manufacturers began to introduce screed models with the hydraulically extendable extensions built in.

Electric heat

The first floating asphalt screed was introduced in 1934 by Barber-Greene and is the forerunner to today’s modern screeds.

Another key advancement in screed technology has been the development of electric heat. Prior to its introduction, nearly all screeds in North America utilized fossil fuel burners to heat the screed plates.

Fossil fuel heat, while cheap and readily available, had serious drawbacks including uneven heat that lead to warping of screed plates, smoke and fumes, and constant maintenance.

In 1997, the first electric screed was introduced by Ralph Birtchet. His design, of having an electric heating element in direct contact with the upper surface of the screed plate, not only helped with greater uniformity of heat, it also improved crew conditions by eliminating the fumes created by fossil fuel heat.

By the early 2000s, nearly all the major tractor and screed manufacturers in the highway class began to incorporate variations of Birtchet’s idea of electric heat in direct contact with the upper surface of the plate into their screed designs.

Other key innovations that have aided the asphalt screed development have included the ability to adjust angle of attack into the extension, the ability to install integrated curbs without breaking the material (“berm-builders”) and the tapered screed, allowing better outboard flow of material.

Future trends Here are a few trends that will drive the future innovations of asphalt paver screeds: • Re-entry of limited amounts of projects spec’d with tamper and pressure bar screeds in the United States • A heavy emphasis on higher quality joints for longer lasting roadways • Emphasis on wider width paving and/or echelon paving when project conditions allow for it • More uniformity in texture and density • The continued implementation initiatives like the Safety Edge on applicable state highways and country roads for increased roadway safety • As less and less money is allocated toward infrastructure, especially roads, we will likely see less full replacement of roads and a greater reliance on preservation overlays

22 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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WEILER E2850

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PAVING INNOVATIONS In this 2009 Image from Vögele, Sonic Leveling Skis provide super smooth surfaces.

Volvo’s current pavers feature a SmokEater fume extraction system.

Evolution via innovation There have been many innovations for asphalt pavers over the last three decades that got them to where they are today. Our sources named the ones they felt were most important: Direct hydraulic drive systems eliminated the complexity and service requirements of mechanical drive systems and created a more reliable, automated drive system for pavers that lowered operating costs.

Rear and front mounted hydraulically extendible screeds. By offering infinitely variable paving widths at the touch of button, these screeds increased paving flexibility for the contractor. No longer did they have to stop the paver to

mechanically change paving widths.

Independently controlled feeder systems, along with eliminating flow gates, helped improve the homogeneity of the mix, which improved consistency and reduced segregation.

Automatic grade and slope systems with sonic grade sensors helped ensure the correct amount of mix reaches across the width of the screed.

Electric screeds eliminated the common smoky startups with diesel screeds and provided more uniform heat distribution across the entire screed bottom. It also gave screed operators more zonal control over screed temperature.

Caterpillar’s current F Series features a Mobil-Trac System undercarriage with oscillating bogies and a rubber belt.

Rubber tracks gave the machine a more stable platform to make it easier to deliver smoother road surfaces and increased the travel speed of the unit.

“The most innovative changes in asphalt pavers in the last 30 years have been in the control systems and drive systems,” notes Narsingh with VÖgele. “Electric over hydraulic controls, and most recently the CAN bus (a controller area network standard designed to allow microcontrollers and devices to communicate with each other in applications without a host computer), have provided infinite proportional speed changes in the paver propel and feeder systems.”

These types of controls allow contractors to maintain consistency of the forces that holds the screed to grade. “Precise management of the paver speed, material delivery, screed extend and retract, and stopping and starting have significantly improved the quality of our pavements,” says Narsingh.

The last 30 years also saw the development of non-contact material controls. These allow the paver to automatically control just the right amount of materials to the front of the screed all the time.

“Our industry recognizes that poor head of material control is the leading cause of future mat failures,” says John Mooney, product specialist, Road Machinery with Volvo Construction Equipment. “Before these non-contact controllers, the material was either controlled by the screed operator or on/ off switches. In both cases, the correction was only temporary causing a surge of material to catch up and leading to a high head of material to correct a low head of material.

24 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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PAVING INNOVATIONS

The Evolution of MTVs In 1987, Roadtec built its very first Shuttle Buggy material transfer vehicle (MTV). It held 35 tons and was much larger than today’s Shuttle Buggy. “You actually connected a truck to it directly and towed it because it was too big to fit on a trailer,” says Eric Baker with Roadtec.

A challenge for contractors in the late 80s was having enough trucks at the right time, so the Shuttle Buggy was created to act as a silo on the jobsite, says Baker. “We knew at that time that to get the smoothest pavement, the paver needed to work at the same speed all day without stopping. The Shuttle Buggy made this possible.”

As use of this MTV grew, more research was done. In Washington State, Dr. Joe Mahoney and some of his graduate students did the first infrared research behind a Shuttle Buggy. “They found that without an MTV, you had a repeating cold section from the end of each truck,” says Baker. “These areas resulted in low density and smoothness. They found that a Shuttle Buggy eliminated this issue by remixing the material and providing uniform temperature and mixture.”

Transport regulations made the 35-ton version impractical, so Roadtec developed a 25-ton unit, and have since developed a 15-ton version. Other companies have entered the MTV market in recent years. Weiler has two models of its Remixing Transfer Vehicles, and last fall, Vögele entered the market with its MT 3000-2i unit with 18-ton storage capacity.

BOMAG also offers its RoadMix paver/MTV, which is designed to be used as either a paver or MTV. The unit features a 100% material reblending via its Remix anti-segregation system.

“A push to address truck-end segregation and develop continuous paving practices ushered in today’s material transfer devices and vehicles,” says Bill Rieken with BOMAG. “Segregation elimination was at the core of the development of the Cedarapids Remix Anti-Segregation System.”

Laikram Narsingh with Vögele adds, “The two primary functions of material transfer are non-contact continuous paving and re-mixing. The non-contact continuous paving feature of most MTVs meets all requirements.

“Recent methods to measure and classify segregation are driving the need for more remixing capabilities at the laydown site,” he continues. “Also bridge load restrictions, and poor subbase on rural county roads, are limiting the use of noncontact continuous paving. Surge capacities are directly proportional to bridge load restrictions, or failures of poor subbase. Features on the paver hopper inserts have the potential to make the overall package more versatile for a wider range of applications.”

Although MTVs are nearing their 30-year anniversary, the greatest challenge the machines have is continuing to educate the specifiers on the use of MTVs and why they are so important.

“Most agencies have widely adopted their use, but there are still a few who have not,” says Baker at Roadtec. “We also need to get them to reward the contractor for their use.”

“This up and down, increasing decreasing material pressure in front of the screed caused many problems,” continues Mooney. “In addition, it was more difficult for the crew to maintain a constant head of material, paving speed and more difficult to pave straight edges as the surges pushed the floating screed from side to side.”

Driving trends Innovations always happen for a reason, and there have been several trends in the asphalt road building industry over the last three decades that lead to the above paver innovations.

“So much more is known about the science of road building now than was prevalent

These three pictures show Roadtec MTVs through the years.

in the 80s,” says Anderson with Caterpillar. “As federal agencies have gravitated toward performance-based contracts for paving work, contractors have recognized that safe, well-trained employees using advanced machinery gives them an edge that allows them to bid competitively and maximize awards.

This has led to automation, simpler controls and features that optimize the mat in terms of reduced segregation and preparation for compaction.”

Mat quality has become increasingly important, so manufacturers wanted to make the operator’s job easier to allow him or her to focus on laying a good mat.

“The quest to improve mat quality, increase spec density and smoothness, and eliminate segregation have led to many of these paving innovations, as has the push to reduce maintenance costs, boost machine uptime and increase ROI,” says Bill Rieken, road building specialist at BOMAG America.

Since the late 90s, asphalt fume and engine exhaust emission standards have also driven paver design changes. “None of these changes

26 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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PAVING INNOVATIONS

BOMAG’s CedarRapids CR652RX Remix Paver is designed to be used as either a paver or material transfer vehicle.

have anything to do with making pavement,” says Narsingh with VÖgele. “They provide an opportunity to include improvements that enhance the performance of the paver and working environment, however, which improves pavement quality.”

Baker with Roadtec agrees, noting that pavers have grown in size with the Tier 4 emission regulations. “The machine itself has gotten larger to incorporate the Tier 4 technology,” he says. “But they’re also much more efficient.”

Looking down the road Asphalt pavers have come a long way in the last 30 years, but they haven’t stopped evolving. “Despite their complexity, paving machines are becoming simpler to operate with a high degree of proficiency,” says Anderson at Caterpillar.

Efficiency and quality paving will always move the bar when improving an asphalt paver, but issues like performance specifications replacing method specifications will give contractors more flexibility in selecting the type of equipment they use to meet these specifications for a particular project.

“The change by some DOTs from an equipment spec to an end-result spec will allow contractors to come up with the best, most cost-effective equipment solution to meet a required specification rather than using specific pieces of equipment in a paving train called out by the spec,” says Polk with BOMAG. Temperature variation and smoothness specifications may drive contractors to start using more advanced technology to achieve results.

Indeed, thermal imaging and cloud-based systems are already driving innovation for improving temperature uniformity across the mat and giving contractors the opportunity for more intelligent paving systems to document results for back up.

“Infrared imaging systems, like the MOBA IR thermal imaging scanner, give contractors not only the ability to see temperature across the mat, but it does so in real-time, so contractors can address thermal segregation issues by changing paving practices or adding pieces of equipment,” says Polk.

Some states, including Texas, Louisiana, Oklahoma and the province of Quebec, are already analyzing the temperature measurement at the back of the screed.

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28 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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Today’s Vögele Super Pavers offer Dash-3 technology and the ErgoPlus 3 operating system.

“We’ve known for a long time that uniform temperature is critical for uniform compaction, now there’s a way to measure it,” says Baker at Roadtec.

GPS- or total-station control of asphalt pavers is another recent development that we will see more of in the future. These technologies are appropriate for airports, large parking lots, new highway construction and some mill-and-fill main line applications.

“Their growth was stifled over the past few years in the asphalt paving industry mainly because of the lack of 3D positioning data for the applications,” says Narsingh.

“Also, supplying the data to the asphalt paver continuously and economically was a challenge. These challenges also made it difficult to find operators that are capable of using it.

“Now, improved satellite technologies – together with more economical availability of 3D positioning data – are driving improved machine control to utilize the 3D positioning data,” he says.

The Internet of Things Technology will definitely drive the innovation of asphalt pavers over the next decade, predict sources.

“Technology will help each part of the process (the plant, trucks, paving equipment, compactors) communicate with each other and optimize their efficiency,” says Anderson.

“The paver needs to become a seamless part of a highly efficient process from plant to road surface.”

What he describes is the Internet of Things (IoT) – a network of physical objects, devices, vehicles, buildings and other items, embedded with electronics, software, sensors and network connectivity – will enable these objects to collect and exchange data.

“We envision a work site where all the equipment is sharing data,” says Baker with Roadtec.

“For example, at the asphalt plant, how much tonnage was loaded in a truck? When that truck reaches the MTV, how many tons were delivered and how long did it take? What is the temperature consistency? At the paver, what is the real time laydown rate? How far did the last truck take us? Are we overrunning or underrunning? At the roller, are we getting density? How many passes is it taking us? All of this will be viewed in real time so quick adjustments can be made.”

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PAVING INNOVATIONS MOBA PAVE-IR Scan System

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MOBA PAVE-IR scan system provides a non-destructive method for detecting thermal segregation in asphalt pavement in real time.

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Caterpillar F Series Generator power on board the AP1055F tracked and AP1000F wheeled asphalt pavers has been doubled to 70 kw to heat the standard 8-ft. screed from 40° F to 265° F operating temperature in 15 minutes and the SE60V XW screed extended to 33 ft. up to operating temperature in 25 minutes.

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Dynapac F800T Paver The F800T 8-ft. tracked paver has a working width of 8 to 19 ft. and paves to 12 in. thick.

• 13.5-ton material hopper • Safe-impact push-roller system • EZIV08-15 front-mounted electrical screed powered by a tractor-mounted 34-kV hydraulically driven generator • 6-in.-wide center chain box designed to eliminate centerline segregation • Integrated feed control system uses four ultrasonic sensors for auger and conveyor speed control • 173-hp Cummins Tier 4 Final engine Search: 11322495

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30 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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TransTech Notched Wedge Joint Maker TransTech’s Notched Wedge Joint Maker provides notch and wedge joint shaping for increased density of the joint.

• Provides safety ramp off the mat during construction periods • Fits any mainline paver screed • Easy to install. Easy to adjust on the run.

• Thin lift produces two different ramp width sizes 12 and 5.75 in.

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LeeBoy 8515 Asphalt Paver The 8515 commercial class asphalt paver offers 8- to 15-ft. paving widths.

• 87-hp Kubota diesel engine.

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Roadtec SP-100e Paver The redesigned SP-100e gravity-fed asphalt paver eliminates a number of materialhandling conveyor components and requires less engine power, saving fuel.

• Base paving width of 10 ft.

• Hopper capacity of 11 tons • Accepts the material at the top of the machine, where it is fed downward to the auger and screed • Combination of a gravity fed system with a material transfer vehicle helps remedy physical and thermal segregation in the mix • 173-hp Cummins QSB6.7 Tier 4i engine • Solid rubber wheels Search: 11368585

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PAVING INNOVATIONS

Carlson EZV10 Highway Class Screed

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The tracked Super 2000-3i highwayclass paver features a basic width of 10 ft. and a maximum paving width of 28 ft., with a top placement rate of 1,540 tph.

• 250-hp Cummins QSB6.7-C250 Tier 4 Final-compliant engine • ECO mode provides a full 234 hp and generates less noise running at just 1,700 rpm • High-traction crawler tracks • ErgoPlus 3 operating system can be shifted easily between the right and left sides of the operator’s stand

The P-32 Asphalt Paving Control System is designed to allow for control of both sides of the paver by one operator.

• View elevation and slope values of the screed from one box • Configurable display layout and fast processor enable smooth, accurate cross-slope transitions and improved paving control • 3.5-in. GC-35 full-color LED graphical display control box • Water- and dustproof with IP67 rating • Backward compatible with Topcon System 5 paving control systems

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

• Robust extension support system enables rigidity and eliminates flexing of the extensions at all widths • Able to build out to 30 ft. with highstrength heated bolt-ons • Heavy-duty ½-in. 450 rated Brinell screed plates, tightly fitted adjustable strike-offs and state-ofthe-art heating elements • Available for most tractors built by the major paver manufacturers

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32 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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PAVEMENT PRESERVATION

With Asphalt Emulsions,

HIGH FLOAT = HIGH PERFORMER

Unlike conventional asphalt emulsions, after the water evaporates, high floats leave more than just asphalt behind

By Tom Kuennen, Contributing Editor

I

n the potentially bewildering “alphabet soup” of asphalt emulsion nomenclature, one term stands out: high float asphalt emulsions.

Asphalt emulsions may be designated RS, SS, QS, MS, C or AE; can be P, M or L modified; and can carry a host of numbers that designate asphalt penetration spec, or low or high viscosity. That such a plethora of designations exists underscores the sophistication of today’s engineered asphalt emulsions for just about any pavement application.

So when the prefix “HF” appears in the

type of asphalt emulsion for road work, what does it mean? An HF in the designation indicates a high float emulsion, an engineered asphalt emulsion that adds value to classic asphalt emulsion applications, from chip seals to cold recycle mixes, to mixes used for roads.

Polymer-modified HF emulsions are made with a special family of emulsifying agents that leaves a gel structure behind in the asphalt residue, and were developed for low volume roads in areas where a graded cover aggregate is to be used, according to the Iowa Highway Research Board (IHRB).

34 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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Steve Muncy for BASF Corp.

Forces of TxDOT District 15 place chip seal utilizing CHFRS-2P asphalt emulsion in May 2011.

About asphalt emulsions Asphalt emulsions – mixtures of liquid asphalt and water – make liquid asphalt go farther, covering more square yardage and aggregate surface area for asphalt pavement preservation surfacings than possible with thicker lifts of hot or warm mix asphalt, all things being equal.

While they don’t add structural value, Because asphalt generally is solid at these thin surfacings aren’t intended to. ambient temperatures, its viscosity must be Instead, they protect aging asphalt pavements, lowered in order for it to be used. Energy can seal cracks, retain aggregate, waterproof pavebe added to the material to heat and liquefy it; ment structure, enhance friction, and with solvents can be added to liquefy it; or it can be rejuvenators, give new life to an aged, oxidized emulsified. asphalt surface. Emulsions used in full depth When you emulsify asphalt, you are creatreclamation (FDR), though, can add strucing a vehicle, so to speak, that will transport tural value to a pavement cross section. asphalt without having to heat it nearly as After placement on a pavement, the much as hot mix asphalt, or use high mechanemulsified asphalt sets or “breaks” as the ical energy to spread it in a thin layer, or coat asphalt droplets precipitate or fall out of the the surface of a rock. The water part or side water suspension of the emulsion and coat the is a vehicle that aggregates placed is used to get in the emulsion. At the asphalt in this time, the color place, and then of the emulsion it departs via turns from brown evaporation. to black. As more Once the water and more water is gone, all that’s is lost through left is the residuevaporation, the al asphalt, traces particles are forced of the emulsifier, closer and closer and traces of together until they other additives. can no longer be Another way separated by a film of looking at it of water. At this is that asphalt point, droplets is emulsified to coalesce into larger reduce its viscosPaul Fournier for BASF Corp. and larger drops ity, making it and ultimately a liquid at ambient Charles E. Watts Inc.’s E.D. Etnyre & Co. sheet of asphalt on temperatures. distributor sprays high-float emulsion at rate the road.

Benefits include of 0.395 gal per sq. yd. on Route 29 surface Asphalt emulreduced energy following reclamation by Cherokee County, AL, sions are essential use and costs, as forces. to nearly all aspects not as much heat of pavement is required to preservation, be they in-place recycling, chip get the asphalt usable. Worker exposure is less seals, fog seals, scrub seals, or slurry or micro as they are not exposed to vapors and fumes surfacings. from either the asphalt itself, or from cutback An asphalt emulsion is a homogeneous asphalt solvents. And there is less opportunity mixture of two insoluble substances, oil and for burn hazards and jobsite odor, which is water. In it particles of liquid asphalt (in the important in residential areas. dispersed phase) are surrounded by molecules Powerful blenders or colloid mills create of water (the continuous phase), along with asphalt and polymer modified asphalt the emulsifier chemistry. emulsions. The mill consists of two parts: An emulsion is not a solution, which is a stationary element called the stator, and a a homogeneous mixture of two substances rotating part called the rotor. A small gap that are soluble with each other. Instead an separates the two, on the order of a millimeter emulsion is much like a solution, but as the in diameter, up to 75/1000 of an inch across. two substances won’t dissolve into each other, Hot liquid asphalt, water and an emulsifysmall particles of one substance must be ing agent are brought together in the mill, created that will become surrounded by the where the spinning blades of the rotor break other substance. or shear the liquid asphalt against the stator June/July 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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PAVEMENT PRESERVATION into suspended micro-droplets. The asphalt globules first elongate, then break into two or three smaller particles, which themselves break up into even smaller particles. The emulsifier – commonly a surfactant or surface-active agent, think “soap” or “detergent” – maintains the microscopic asphalt droplets in a stable suspension within the water, keeping them from recombining.

Decoding asphalt emulsions There are two main types of emulsions, cationic (positively charged) and anionic (negatively charged). Because like charges repel, bitumen droplets bearing the positive (cationic) emulsifier will repel each other, keeping them from recombining, thus providing a storage-stable asphalt emulsion product. The same is true for droplets bearing the negative (anioic) emulsifier.

Cationic emulsions begin with a “C.” If there is no C, the emulsion is usually an anionic, reports the Asphalt Institute (AI).

Emulsified asphalts come in rapid-, medium-, and slow setting grades for different applications and are developed through the use of different emulsifying agents and the addition of some solvents. Still, their asphalt droplets or particles will be either anionic or cationic.

Either way, it’s the emulsifier producer which applies the charge to the emulsifier molecule by making changes in its chemistry.

After the charge designation, the next set of letters describes how quickly an emulsion will set or coalesce to a continuous asphalt mass.

The standard terms are RS (Rapid Set), MS (Medium Set), SS (Slow Set), and QS (Quick Set).

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

“RS emulsions break rapidly and have little or no ability to mix with an aggregate. MS emulsions are designed to mix with aggregates, and are often called mixing grade emulsions,” according to the AI. “MS emulsions are used in cold recycling, cold and warm

dense-graded aggregate mixes, patch mixes and other mixes.”

SS emulsions are designed to work with fine aggregates to allow for maximum mixing time and extended workability, AI says.

“They are the most stable emulsions and can be used in dense-graded aggregate bases, soil stabilization, asphalt surface courses and some recycling. SS emulsions can be diluted with water to reduce their viscosity so they can be used for tack coats, fog seals and dust palliatives. SS emulsions are also used as driveway sealers.”

QS emulsions work well with fine aggregates but are designed to break faster than SS emulsions. QS emulsions are used in micro surfacing and slurry seal designs. The quick break allows for faster opening to traffic.

After the set designation, there is a series of numbers and letters that further describe the characteristics of the emulsions. The number 1 or 2 designates the viscosity of the emulsion, with the number 1 meaning lower viscosity and 2 meaning higher viscosity.

If there is an “h” at the end of the name it indicates a harder base, whereas and “s” indicates a softer asphalt base. For example, SS-1h is a slow setting emulsion with a lower viscosity made from a relatively hard base asphalt. A P will be added to the set

Technology & Development Center U.S. Forest Service. “This is not so with an HF emulsion. The high float emulsifying agent creates a gel structure in the asphalt residue.

The gel structure permits a thicker asphalt coating on the aggregate particles.”

This thicker film prevents raveling and is more resistant to oxidation from exposure to the atmosphere, Yamada says. “The high float residue is resistant to flow at high temperatures while not being affected as much by low temperatures. This allows a softer grade of the base asphalt to be used that will resist bleeding at high temperatures. The softer asphalt does not become as brittle at low temperatures and resists thermal cracking.

HF emulsions are commonly used in hot arid environments with cold evenings.”

This gel structure prevents flowing at high temperatures and low shear rates, and allows the use of softer ACs, which aren’t as brittle at low temps, according to Steve Van De Bogert, Western States Asphalt, during a presentation at the Northwest Pavement Management Association. “The gel structure doesn’t flow at pavement surface temperatures,” Van De Bogert says. “That’s why they tend to bleed less than other unmodified emulsions or cutbacks.”

Use of high float emulsions was mandated by the Alaska state legislature in 1983, Van De Bogert

designation to show the presence of polymer in the emulsion. An L indicates the presence of latex polymer. Therefore CRS-2P is a cationic, rapid setting emulsion having a higher viscosity and containing some polymer.

Where high float fits in Unlike conventional asphalt emulsions, after the water evaporates, high floats leave more than just asphalt behind.

“Usually, when an emulsion breaks, the remaining emulsifying agent has little effect on the asphalt,” says Alan Yamada, San Dimas

Standard chip seal (top) is one layer thick with similar-graded aggregate, and the asphalt residue glues the chips down; in chip seal using high float emulsion (bottom), here called the Otta seal, matrix of rock interlocks for strength, while asphalt residue fills small voids and surrounds rocks as in an HMA lift.

which required the Alaska Department of Transportation & Public Facilities to investigate its use. Its first application of high float emulsion was placed in 1984, following Continued on page 40

36 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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PAVEMENT PRESERVATION Smaller, top stone, spread at 24 to 25 lbs. per sq. yd., will interlock with bottom stone when compacted by rollers.

Paul Fournier for BASF Corp

Canada’s first use in 1974. There, Canada found it very effective on highways where permafrost makes paving difficult, with a life expectancy between three and seven years.

There the high float technique used is an “Otta” seal, a Scandinavian innovation, which is an asphalt surface treatment constructed by placing a graded aggregate on top of a thick application of relatively soft bituminous binding agent.

The binder works its way into the aggregate with rolling and traffic. In comparison to other surface treatments, material and construction specifications are not as strict.

Local aggregates that would not meet the requirements for high quality paving aggregate are often used in Otta seals, said MnDOT’s Greg Johnson and John Pantelis in their report, Otta Seal Surfacing of Aggregate Roads. As a binding agent, Minnesota has used HFMS-2s emulsified asphalt exclusively.

“Otta seals are constructed over an aggregate base course,” says the report. “Since Otta seals do not add structural capacity to the roadway, the base/subbase must be designed to support the anticipated traffic loading. Subgrade and base materials should be compacted and graded to provide a stable working surface prior to Otta seal placement.

A prime coat is usually not used above the aggregate base prior to Otta seal application.”

In Alaska, dense-graded, high-float emulsion asphalt surface treatments (ASTs) have become a preferred, low-cost alternative for primary and maintenance paving in Alaska, says Alaska DOT&PF’s Asphalt Surface Treatment All-wheel drive E.D. Etnyre & Co. chip spreader broadcasts bottom stone at rate of 38 lbs. per sq. yd. over Cherokee County, AL, Route 29 near U.S. Route 411 intersection.

Guide. “The high float [asphalt surface treatment] provides roughly the same service life and function as a double-layer AST,” according to the guide. “The high float AST comprises a single, heavily applied layer of special high float emulsified asphalt, followed by a single layer of well-graded crushed cover aggregate. The cover aggregate is similar in gradation to a common base course.

“The high float cover aggregate is rolled, and after several days (usually), broomed to complete the paving,” the guide continues.

“The timing and amount of brooming depends on weather conditions and traffic, e.g., light

brooming may be required after no more than 24 hours. High float ASTs are placed on a smooth base course surface.”

First use in a warmer climate Although Alaska and Canada use high float emulsions because of their superior performance in cold climates, a county in Alabama has begun using them in its warm climate as well.

In 2009, an Alabama contractor introduced a rapid setting, high float asphalt emulsion for a Cherokee County, AL, pavement preservation treatment that saved time between applications, and expedited the return of traffic to the county road.

Gadsden, AL, paving specialist Charles E. Watts Inc., received permission from the county highway department to use CHFRS-2P, a cationic, high-float rapid-setting emulsion modified with latex, on its contract to doublechip seal a section of County Route 29. This was the first-time use of the product in an Alabama county.

Double-chip seal treatment consists of

Paul Fournier for BASF Corp

40 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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spraying a pavement surface with asphalt emulsion, covering this with a layer of stone, and repeating the process but using the same emulsion at a different application rate, and smaller stone. Compaction by rollers forces the smaller stone to interlock with the larger. Over the years this process has proven to be the best surface maintenance treatment for their roads, according to county engineer Corey Chambers.

“We get more roads done for the dollar with double chip seal than we do with 1 1/2- to 2-inch hot mix asphalt, about three times the length,” says Chambers. He said the treatment adds 10 years or more of pavement life, citing as an example the pilot application of latex-modified high-float emulsion, which took place on a section of County Route 29 that was last double chip sealed in 1991.

There was no waiting between applications, or before traffic was allowed on completed sections of road. “Normally, the contractor would use a CRS-2 emulsion and then wait for it to set up,” Chambers says.

“But the cationic high float set up quickly, ready for the next layer of stone. It speeded up the job.”

Not just for rural roads Surface treatments using high float asphalt emulsions aren’t just for rural roads. For example, use of a high-performance, high float emulsion for seal coats is providing an urban Texas county more durable chip seals, less disruption to traffic in an urban area, and significantly fewer broken windshields.

“Chip seals are economical and are one of the better treatments you can use to preserve pavements,” says Tony Vasquez, public works

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June/July 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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PAVEMENT PRESERVATION

Initial compaction is provided by Ingersoll-Rand pneumatic roller.

Paul Fournier for BASF Corp

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operations manager, Bexar County, TX, in which the city of San Antonio is located.

“With chip seals, we get a thick coat of asphalt with a durable Grade 5 trap rock.

With that combination our roads stay in great shape, which minimizes potholes, and the aggregate lasts from eight to 12 years.”

While chip seals have been a longtime choice for preserving Bexar County pavements, in 2011 the county enhanced chip seal performance by adopting use of a new cationic, high-float, rapid-set emulsion.

“We used it for the first time in 2011, and it’s become the only emulsion we will use,” Vasquez says. “Our paving foreman, Sam Joiner, says he has seen an improvement in chip retention, that our sweepings are a lot fewer as he does not see those chips coming off, and we are able to get traffic back on the pavement a lot sooner.”

Bexar County was using a CHFRS-2P asphalt emulsion from Ergon Asphalt & Emulsions Inc. That language denotes a cationic, high-float, rapid-set emulsion in the No. 2 viscosity range with polymer added.

In this case the polymer is Butonal NX 1122 from BASF Corp. Previously the county used a CRS-2P emulsion.

“Use of the new CHFRS-2P emulsion is part of our continuous effort to improve operations,” Vasquez says. “We did a pilot program two years ago and tried it on one pavement. It worked so well we decided to try it extensively this year and our foreman Joiner noticed a lot better chip retention right away.”

The emulsion handles in much the same way as the emulsion used previously, he says. “The CHFRS-2P handles the same as the CRS-2P,” Vasquez says. “Our guys have extensive experience in handling the emulsions and I did not see any difference in handling between the two.”

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42 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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PAVEMENT PRESERVATION

AEMA-ARRA-ISSA PRESENT AWARDS at Annual Meeting Associations recognize members who have actively contributed to the preservation industry

By Michael Dougherty, Online & Social Media Marekting Manager for AEMA-ARRA-ISSA

D

uring the recent combined annual meeting of the Asphalt Emulsion Manufacturers Association (AEMA), the Asphalt Recycling & Reclaiming Association (ARRA) and the International Slurry Surfacing Association (ISSA), each association recognized companies during a recognition breakfast.

AEMA The AEMA Hall of Fame Award is presented to an individual, active or retired, who is or was employed by a member firm and who has made a substantial, long-term contribution to the development of the association or the advancement of the emulsion industry.

This year, the Hall of Fame Award was posthumously awarded to Keith Davidson, technical director for McAsphalt Industries Ltd., from Toronto, Ontario, Canada.

The AEMA President’s Award was given to the Georgia Department of Transportation Thomaston - District 3 Asphalt Shop; Ergon Asphalt & Emulsions also won for its work on the I-475 Rejuvenating Fog Seal Project.

ARRA ARRA presented its 2016 Richard E. Lowell President’s Award, which is given to an individual who has worked to advance the goals association and to promote the growth and technological advances of the industry, to Christy A. Hall, secretary of transportation

for the South Carolina DOT. Since 1985, ARRA has presented special recognition awards to deserving public officials for their overall professional contribution to and their recognition and promotion of the asphalt recycling and reclaiming industry: • 2016 Charles R. Valentine Award for Excellence in Cold In-Place Recycling presented to Rod Thompson, director of Public Works Tooele County Tooele, UT. • 2016 Award for Excellence in FullDepth Reclamation awarded to Scott Assenmacher, County Highway Engineer for the Monroe County Road Commission in Monroe, MI. • 2016 Award for Excellence in Hot In-Place Recycling was awarded to Ronny Choate, general services director for the City of Hobbs in Hobbs, NM. • 2016 Award for Excellence in Hot In-Place Recycling awarded to Lance Malburg, Engineer for Dickinson County Road Commission in Iron Mountain, MI.

ISSA The ISSA Award for Excellence in Pavement Preservation is presented to an owner/ agency or engineering firm responsible for specifying and managing a pavement preservation program using the applications

represented by ISSA (slurry surfacing, micro surfacing, chip sealing, cape sealing, crack treating and other asphalt emulsion-based surface treatments).

This year saw both an international and North American winner.

The international winner was Mahbub Hossain, coordinator asset services for the Campbelltown City Council in New South Wales, Australia.

The North American winner was Paul Barradas from San Francisco Public Works in San Francisco, CA, for project management during the Street Resurfacing Program.

The final award was the ISSA Award for Excellence in Pavement Preservation, created with the beginning of the new millennium in mind, established to recognize those contracting achievements that exemplify ISSA – the highest quality, workmanship, and best standards of practice.

Roadway projects submitted for consideration are judged on the merits of customer satisfaction, innovation, schedule completion, and safety.

The winner of the 2016 ISSA Award for Excellence in Pavement Preservation was Strawser Construction Inc. for its work with the Ohio Department of Transportation on Project #140378 in Franklin County, OH. For more information, visit aema.org/ awards, arra.org/awards, and slurry.org/ awards. Next year’s award winners will be presented during the annual meeting Feb. 14-17, 2017, at the The Westin La Paloma Resort & Spa in Tucson, AZ.

44 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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PAVEMENT PRESERVATION Etnyre FWD and QUAD ChipSpreaders Etnyre’s FWD and QUAD chipSpreaders are designed to spread aggregate in the chip seal process.

• Computer-controlled application rates • Front-wheel or fourwheel drive • Fixed spread hoppers from 10 to 15 ft.

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SealMaster R-1 Chip Spreader SealMaster’s R-1 is a towbehind aggregate spreader designed for tar and chip operations on roadways.

• Distributes aggregate to precise depths with clean cut edges • Open type spiral agitator to convey material to outer ends of hopper • Available in 8-, 9-, 10, 11and 12-ft. widths • Auger control level • Drive wheels • Hitch height adjustment • Feed gate control level • Quick attachment receiving hitch

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

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Heat Activated Asphalt Patch (H.A.A.P.) from Appliqué Technologies works in any weather and even in wet potholes.

• Technology is military inspired and incorporates ballistic fibers to reinforce the repair and make it rock hard as well as two varieties of waxes that melt when exposed to the H.A.A.P Heater or Rapid Repair System (RRS) Heater • H.A.A.P. repairs are waterproof and cost effective as they extend repair life Search: 12082568

Wirtgen W 200 Hi Milling Machine The W 200 Hi cold milling machine offers a hydraulically driven milling drum assembly that can be displaced 15.75 in. to the right or the left, providing maximum flexibility for operating in tight quarters.

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The PCS900 3D paving control system for milling machines helps contractors mill a smoother and higher quality surface, reduce machine stoppage and minimize rework.

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Caterpillar PM620 & PM622 Cold Planers The PM620 & PM622 Cold Planers are highproduction, highly maneuverable half-lane milling machine that perform controlled full-depth removal of asphalt and concrete pavements in a single pass.

• Operating weight for the PM620 is approximately 73,260 lb and the PM622 is approximately 74,580 lbs • Powered by a Cat C18 ACERT engine, a turbocharged, 6-cylinder diesel engine that provides 470 kW (630 hp) of gross power • Engine meets U.S. EPA Tier 4 Final emission standards Search: 12186872

46 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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

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

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

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

• The TMV can reclaim waste asphalt into permanent patch material and hold fresh asphalt at the proper working temperature • 8’ x 6’ pavement heater • Mounted on a Ford 550 chassis • Non-CDL: Smaller in size means operators do not need a CDL to drive • Non-HazMat: Five propane tanks run the infrared unit and do not require any special HazMat permits Search: 12041231

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June/July 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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PLANT MATTERS

How to Add to Your Asphalt Business Wolf Paving adds this service to its plant operations to save resources and money

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By Jessica Stoikes, Associate Editor ccording to the Environmental Protection Agency, over 11 million tons of recyclable asphalt shingles end up in landfills every year in the United States alone. Those 11 million tons amount to over 8% of the nation’s total building-related waste. The asphalt industry, ever a champion of recycling, has been trying to reduce the environmental impact of shingles by grinding them up and putting them back into our roads instead of in landfills, making both environmental and economic sense.

In 2014, over 2 million tons of recycled asphalt shingles (RAS) were put to use in new pavements in the U.S., saving taxpayers more than $2.8 billion. Wolf Paving, based in Oconomowoc, WI, is one contractor helping the industry contribute to those savings.

The company, who completes paving and engineering services, sweeping, crack filling and sealing, soil and materials testing, and supplies asphalt/aggregate for Southeastern

Wisconsin, partnered with Badger Materials Recycling, LLC in 2010 to start taking advantage of the boom in recycled materials.

For six years, Wolf Paving has been partnering with Badger Materials and has recycled over 85,000 tons of shingles to put back into its mix designs, saving money and making the company more sustainable.

Adding shingle grinding services Wolf Paving has two asphalt plants, one in Oconomowoc and another in Sun Prairie, WI. Since the company produces asphalt for projects that range from driveways to WISDOT highways, the company knew they needed to find an alternative source of oil for their mixes.

“RAS is a green product, as well as recycling a product that was going to the landfill, it can reduce costs and strengthen the new asphalt being produced,” Sean Wolf, vice president of Wolf Paving, says. “It’s all about recoverable oil.

Through the shingles we receive and process,

there’s about 25% recoverable oil in them.

That’s what makes it economical.”

Wolf Paving receives shingles from independent roofing companies as well as roll-off dumpster companies from all over the tri-state area. Contractors bring the shingles to Wolf Paving and pay them a nominal fee for the recycling. Even with transport costs, contractors will bring their shingles to Wolf Paving and pay less than they would to dispose of them at a landfill.

When the shingles are ready to be processed, they are first fed to a handler.

“Every shingle is hand touched,” Michael Ettner with Badger Materials says. “We are heavily involved with the sorting in order to remove contaminants (like plastic and wood) and ensure a good quality material is produced.”

Once sorted, the materials are processed through a RG-1 Rotochopper Shingle Grinder. The processed material has nails removed by a magnetic conveyor and oversized

Through shingle grinding, Wolf Paving has recycled 85,000 tons of shingles in six years, reducing their need for 85,000 barrels of oil and keeping 140 cu. yds. of shingle material out of landfills.

50 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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Shingles are first fed into a conveyor to be hand processed.

“Every shingle is hand touched,” Michael Ettner with Badger Materials says. “We are heavily involved with the sorting in order to remove contaminants (like plastic and wood) and ensure a good quality material is produced.”

materials are sent to another conveyor to be re-processed.

Wolf Paving processes the shingles to 3/8in. and stores them under cover to maintain consistency and keep moisture out until it’s ready to be added into a mix design.

In addition to recycling shingles, Wolf Paving recycles concrete, metal, plastic and even wood. They recently purchased a B-66 SP Rotochopper grinder that can accept both shingles and wood for increased recycling and profit opportunities.

“Contractors who bring us shingles will most likely already have wood from pallets, and the shingles also have wood debris on them, so this type of grinder made sense for us to buy,” Wolf says. “Now, we’re accepting other wood building materials from contractors to recycle.”

The wood materials are ground up and used as mulch and even bedding for horses.

Wolf Paving is able to charge contractors a minimal fee that covers their sorting and

75 Years of Success

cleaning costs, one that would be less than disposing of the materials at a landfill, and then make a profit from the materials once they are recycled.

Wolf Paving also supplies reclaimed asphalt pavement (RAP) to several other asphalt producers in the state of Wisconsin.

“We see waste as opportunities for growth,” Ettner says. “Recycling saves resources and creates jobs, it’s a win-win.”

Plant upgrades Almost all of the mixes Wolf Paving produces contain some percentage of RAS. Throughout the course of the year, Wolf estimates that about 3% of every mix design produced will have some RAS in it.

2016 marks Wolf Paving’s 75th year in business. Established in 1941 by Lawrence Wolf as Wolf Construction, the company has evolved from manufacturing sand and gravel for Waukesha and Jefferson Counties in Wisconsin to one of the most predominant asphalt solution providers for residential, commercial and municipal projects in southeastern Wisconsin.

Most notably over the years, Wolf Paving has contributed to the development of a number of significant roadway projects including Hwy 100, Hwy 59 and the Waukesha bypass.

“We’re very proud of the three generations in the company,” Sean Wolf, vice president of Wolf Paving, says. “That’s not something you see very often anymore. We’ve been a part of this community literally from the ground up. To have your job be to build and make your community better and improve it in some way is very satisfying. Our company’s strong heritage and growth are the result of my grandfather’s acute focus on innovation and exceeding expectations within our industry.”

Wolf Paving recently built a new control house for its Oconomowoc location which can produce 400 tph of over 20 customer mixes. Each mix will contain up to 3% RAS.

June/July 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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PLANT MATTERS

Shingle Savings Here’s a look at what recycling shingles can do for your company and our environment: • Every ton of shingles recycled saves one cubic yard of airspace in a landfill • Normal asphalt roof shingles processed through a grinder will contain between 18% to 20% asphalt cement (AC) • For every ton of shingles recycled, a 55-gallon barrel of oil is conserved • Each ton of shingles recycled produces approximately 8 lbs. of nails. The nails are then recycled like scrap steel • Nearly 2 million tons of RAS were put to use in new pavements in the United States in 2014, saving taxpayers more than $2.8 billion

When Wolf Paving initially purchased their Oconomowoc plant, it was set up to be portable. Over time, they have made improvements and purchases to the Dillman plant that now sits on just a portion of the 400 acres of land at that location.

One purchase made was a newer plant collar. These collars allow for the recycled materials to be added into the back of the mixing drum so the materials are not dried out.

“Adding the recycled product after drying the aggregates keeps from burning off any residual oil in the RAS,” Wolf says. “This also saves on fuel and drying costs.”

Over the winter, Wolf Paving invested in a new control house for their Oconomowoc location.

The control house features an upgraded MCC (motor control center) to allow all of the electrical to be safely in one room. A point and click motor starting program was installed to eliminate all of the manual starter buttons and unnecessary wiring.

“This makes it easier to operate and diagnose issues as they arise,” says Wolf Paving Quality Manager Mark Sweeting.

Wolf also raised the control house up by 12

feet which greatly increases what the plant operators can see a full 360° around the plant.

“We’re constantly looking for new ways to incorporate recycled materials into our asphalt that can help the environment, that we can divert from landfills and that can make our asphalt better.” Wolf says. “We’re always looking for new technologies/processes to improve our industry and we’re doing that through recycled materials and upgrades to our equipment and asphalt production facilities.”

In addition to recycling shingles, Wolf Paving recycles concrete, metal, plastic and even wood. They recently purchased a B-66 SP Rotochopper grinder that can accept both shingles and wood for increased recycling and profit opportunities.

52 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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PLANT MATTERS › CLIFF’S NOTES

Keeping Your Temperature in Check Remote infrared thermometer allows your workers to focus on more important tasks

By Cliff Mansfield

W

hen we think of products that can make your asphalt operation more efficient, we often think of the bigger pieces of equipment. But often it’s the little tools that matter.

For example, imagine this scenario: Your asphalt plant operator is starting up the plant. The ground man is moving around checking things to be sure there are no problems.

As the aggregate begins to emerge from the drum, the operator calls the ground man and instructs him to take his hand-held infrared thermometer to the boot of the drag and start relaying on-going temperatures. While doing this menial job, the ground man is unable to carry out the important task of keeping an eye on the rest of the plant looking for potential problems.

Not too long ago, I decided that this is a waste of the ground man’s valuable time. To address this situation, I built a remote infrared thermometer package that fits any and all plants — batch or drum. The IR-TC01

infrared thermometer package is designed to give more freedom to the man standing at the bottom of the drag relaying temperatures, allowing him to worry about much more important tasks around the plant.

On drum plants, the IR-TC01 unit mounts on the drum frame and the sensor goes on the drag chute focusing on the emerging hot mix. It provides a direct real-time temperature reading of your hot mix to your existing temperature meter mounted in your control room.

No more wondering if your thermocouple is reading correctly. And no more having a man at the boot of the drag with a hand-held infrared thermometer relaying temperatures by hand signals to the operator.

The temperature readings are extremely accurate (when set up correctly) and reaction time is measured in milliseconds compared to minutes with a traditional system.

Conventional systems, which usually have a thick metal covering, can take minutes to heat up and transfer an accurate reading.

The IR-TC01 unit allows instant reading of the discharge temperature using an aircooled Ray-Tek IR sensor. The IR-TC01

Clif Not f’s es

The remote infrared thermometer package is designed to fit all plants.

unit hooks directly to any Type J display instrument like a Honeywell UDC-3200 or UDC-2500 among many others. If desired, this unit may even be hooked to a stand alone Type J meter for an additional charge.

These units are pre-wired with wiring diagram and require 2 to 4 lbs. of air pressure for cleaning and cooling of the sensor. Other than some air line and some Type J T/C wire, all hardware is included.

Cliff Mansfield is owner of Cliff Mansfield Inc. and operates C.M. Consulting, an asphalt plant repairing, upgrading and operational training company. He is an asphalt plant engineer with 43 years of experience working with various brands and styles of asphalt plants. Contact Cliff by calling 541-352-7942 or visiting hotplantconsulting.com.

54 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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PLANT MATTERS 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.

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Gencor Ultrafoam GX2 System Gencor’s Ultrafoam GX2 can achieve consistent foaming at varying production rates without the use of a powered mixing device.

• AC and water can be introduced at widely different flow rates and pressures • Compressed Air Purge releases remaining water in the piping and hose between the unit mounted on the drum when temperatures approach freezing • Water Flow Alarm senses water and transmits alert to the operator if loss of water flow to the unit occurs • Pump heater features a convective heat bulb used inside the pump enclosure to prevent pump and internal components from freezing • Weatherproof enclosure provides freeze and dust protection to the pump and electronic parts Search: 10223065

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Stansteel Accu-Shear Inline Blending The Accu-Shear multi-purpose inline blending unit from Stansteel is designed for multiple materials, liquids and warm mix.

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

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56 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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Kleemann Mobicone MCO 11 PRO Kleemann’s Mobicone MCO 11 PRO mobile cone crusher can be operated using an external power source.

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• Separates the control of the exhaust stack temperature from the control of the mix temperature with the MAXAMizer heat Recovery System • RAPTOR Recycle System heats RAP without superheating the virgin aggregate and producing blue smoke

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June/July 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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SPECIAL REPORT TECHNOLOGY

Putting Technology to the

TEST

Production study shows how integrated machine technology can halve road building time, reducing fuel consumption and man hours by over 30%

By Jessica Stoikes, Associate Editor

A

s a contractor, making the initial investment in expensive technology can be a hard sell. You’ve heard the benefits, but you still can’t justify the cost. Manufacturers however know their products and have designed these technology solutions to not only save you time, but also help you make more money.

Caterpillar Inc. recently conducted a production study at their proving grounds in Peoria, IL, that once and for all put new technology to the test against traditional road building methods. They built identical roads side by side – one with integrated technology and one without – to measure differences in job time, man hours, machine hours and fuel burned. The goal was to give a visual demonstration to show how this technology can improve the

The total roadbuilding time for the traditional build was 29.5 hours, compared to the 16.10 hours it took on the integrated technology build.

workflow on the jobsite.

“We are always talking to our customers about the benefits of using these different technologies and there are always questions about payback,” says Karl Weiss, vice president of earthmoving at Caterpillar Inc. “They want to know examples of where it’s been used, but those customers who have success with the technology don’t want to show that to their competitors.”

So Caterpillar took it upon themselves to prove it out with the intention of using the production study to educate their customers on what they can expect with these

58 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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SPECIAL REPORT TECHNOLOGY technologies, why they should be using it and where it can really take time out of the work load.

They constructed two identical roadways, 400-ft. each, and documented the process from start to finish. One roadway was constructed using traditional methods; stakes, stringlines and machines without telematics, and the other using Cat Connect technology and grade control.

“We didn’t know how it would go, how good it would be and how much improvement we would see,” Weiss says. “It surpassed our every expectation.”

Initial construction During the initial layout of a job, a crew of workers will set up stakes, calculate and publish offsets and grades. This is very labor intensive and can take a good amount of time. On this 400-ft. section of roadway, it took two hours.

Using Cat Connect technology and a drone to survey the site, a crew is able to look at the layout and make calculations in a matter of minutes. There are no hubs

or stakes, and plans are then automatically loaded in to the machines for work to begin. There are fewer people on the site, which helps to eliminate risk. This process took half the time than a traditional layout.

Earthmoving and grading can be the most labor intensive part of a project. You have to prepare subgrade, excavation, embankment delivery and compaction. During a traditional roadbuilding process, there are a lot of people doing the work in close proximity to equipment. Workers also tend to sit idle for continued grade checking and verification.

These checks are manual processes that can miss production targets while creating substantial amounts of rework.

Then during grading, workers are spreading and finishing the grading of an aggregate base. Measurements during this process can identify inaccuracies. This can lead to time and cost over runs. Having too much material means additional passes, higher fuel consumption. Having too little material leads to more trucking hours, higher unit costs.

Numbers Tell the Story

From start to finish, the technology improved the road building process substantially. The process required less time and used less resources.

31% fewer man hours • Better resource allocation • Less exposure to risk • Solution to skilled labor shortage 34% fewer equipment hours • Lower maintenance and repair costs • Increased machine availability • Extended machine life cycles • Effective utilization and resale value 46% fewer project hours • Lower unit costs • More profit • Increased opportunities to bid more jobs, more jobs equal more money 37% less fuel consumption • Another way to lower operating costs increase profits and machine life • Secure competitive bid advantage • Reduce emission levels and carbon footprint

When you’re ready to pave on any job, you traditionally have to verify both the elevation and the compaction before laying down asphalt. Paving hubs are set up and stringlines are then installed to guide the pavers. During the technology build, you’ve already verified the grades and compaction, so redundant tests do not need to be completed and stringiness do not need to be placed.

60 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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SPECIAL REPORT TECHNOLOGY

On the Job The machines that completed the job were the same for both sections of road built. One set of machines were equipped with Cat Connect telematics for the technology construction. Cat machines used on both the Traditional & Technology Connected Roads: • 140M3 M Series 3 Motor Grader • 815F Soil Compactor • D6T Crawler Dozer • AP655F Asphalt Paver • CB54 XW Tandem Vibratory Roller • CT660 Vocational Truck • CS54 Vibratory Soil Compactor • 980M Wheel Loader • 349E Excavator • 745C Articulated Truck There were also three competitive machines on this project – an important factor to note, because Caterpillar attempted to replicate an authentic worksite in order to show the benefits of technology.

The reality is that a vast majority of today’s jobsites contain mixed fleets. In most cases, no one brand is exclusive to the customer or the jobsite.

Because of this reality for most customers, Cat Connect technology is designed to be utilized on mixed fleet operations. And, regardless of make or model, the technology improves the use of any machine. In one case, an equivalent competitor machine was not available. To accommodate, Caterpillar replaced with a smaller Caterpillar machine on the technology connected road.

The entire earthmoving and layout phase using traditional methods took 24 hours on this quarter-mile project. If you compare that to the technology construction, you can easily see how this is where contractors can make their biggest gains.

“The heart of the success of the road building activity is the 2D and 3D grade control systems,” Weiss says. “We used a Universal Total Station (UTS) on the site and then we put GPS on all the machines that had a blade on them. Some machines had 2D grade control and some had 3D grade control.”

Weiss said that one of the key elements that helped half the grading time was Slope Assist. Even if the unit was not equipped with a GPS receiver, the machine has the 2D capability to help maintain specifications.

“If you tell the dozer you want a certain side slope or grade, you can put those limits into the machine and it will set that off of the tracks. If you have a flat surface, you can build in your slope and grade without a 3D system.”

In cab displays provide machine control and guidance, progress at a glance and allow grade and compaction to be checked from the cab. Not only does this keep your

“When you show contractors the video of the project, they can immediately see where you’re saving time,” Karl Weiss, vice president of earthmoving at Caterpillar, Inc. says. “They know how to build a road and they immediately understand why these processes are saving them time.”

operators safe and less fatigued, but it also means that operators of any skill level can work efficiently on these jobsites.

Using that machine control and guidance along with intelligent compaction (IC) replaced manual processes to eliminate delays and ensure jobsite specifications were met. Excavation cuts and fills achieve elevation tolerances and density targets in the fewest number of passes.

Truck payloads can be reduced as well with wheel loader and articulated truck payload systems. These payload systems ensure accurate delivery and quantities of material to the jobsite saving time, fuel and money.

“The 3D plan that was built and loaded in to the system allowed us to know the amount of aggregate and dirt that we

62 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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SPECIAL REPORT TECHNOLOGY needed to bring in,” Weiss says. “Accurate material delivery and installation allowed us to avoid extra grading and compaction and we didn’t need to bring in surveyors to look over the project with stakes and string.”

During soil compaction, the machines were equipped with IC. These machines can sense through rolling resistance how compacted the material is.

“For quality reasons, there are usually inspectors on road sites to ensure compaction,” Weiss says. “They only can check in certain areas and not the entire roadways which is why sometimes we get potholes.

“With IC, the machine tells the operator where compaction has already met specifications. This saves in the number of passes and operator makes, but more importantly, we know he went over every piece of the road and it was compacted to the right level.”

The earthmoving and grading portion of the road on technology construction section took a total of 12 hours. Half the time it took on the traditional build.

Paving payback When you’re ready to pave on any job, you traditionally have to verify both the elevation and the compaction before laying down asphalt. Paving hubs are set up and stringlines are then installed to guide the pavers. It took the crew four hours on the traditional build to complete paving.

During the technology build, you’ve already verified the grades and compaction, so redundant tests do not need to be completed. The pavers were set up with UTS grade control which eliminated the need to

The Bigger Sustainability Picture

While saving time and money is one great advantage for the contractor, saving the environment is really the end goal and where the industry is heading. The potential reduction in a contractor’s carbon footprint was made very clear through this production study.

“After we did this job, it really struck home when one of the folks told me that we saved 12 acres of forest land,” Weiss said. “Just on that 400-ft. road, which is not very far, we reduced the amount of carbon put in the air to the equivalent of what 12 acres of forest sequesters over a full year — for just 400 feet of road. That really explains the impact of not just fuel efficiency, which we’re working on with every machine, but by getting the job done in half the time, we stopped those machines operating for the rest of the time which stopped that carbon from going in to the air.

“When you multiply that out and realize that these jobs can be done with efficient machines and technology that allow the work to be done faster, we will be putting less carbon in the air and boy we can really have an impact on the environment. It’s just a win-win-win.”

set up stringlines. This led to a greater level of efficiency in both time and in materials.

“One of the advantages, not just on time but on material savings, is that we we’re able to keep a much tighter tolerance on the asphalt thickness throughout the duration of the paving process as the paver was using a UTS system to follow the grade and design,” Weiss says. “As we had the grader come in and do the finished grade, we had a high confidence in the consistency of the material laid so we could really keep it very close and not over-pave the asphalt. A lot of times that happens when there is an uneven roadbed.

You have to pave more asphalt to make up for the mistakes that may have been made during the finish grading of the base.

“Between the UTS on the grader, the intelligent compaction and then using the

UTS on the paver, we’re able to eliminate material overruns. The paver already knows the depth we want to pave to and it adjusts the screed automatically.”

The theoretical quantity of hot mix asphalt (HMA) was 192 tons. On the traditional build, the crew laid down 211 tons of asphalt for the 400-ft. section. On the technology construction, just 194 tons were laid. This is attributed to the fact that the crew was able to control the flow of materials that much more efficiently. Not only does that cut back on your production costs, it cuts back on trucking times, fuel and manpower.

The total roadbuilding time for the traditional build was 29.5 hours, compared to the 16.10 hours it took on the technology build.

“When you show contractors the video, they can immediately see where you’re saving time.” Weiss says. “They know how to build a road and they immediately understand why these processes are saving them time.

On the traditional build, 211 tons of asphalt was used compared to the 194 tons laid on the technology build. This is attributed to more efficient flow of material saving production costs, trucking time, fuel burned and manpower.

64 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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SPECIAL REPORT TECHNOLOGY “It’s not just the fuel savings or the dollars you save on that project, the primary benefit is really in them getting it done faster. This is going to allow contractors to get more business. If they get it done in half the time, they can go out, bid more work and get that crew on more territory to grow their business.”

Weiss also says that DOTs need to begin supporting these technologies.

“They need to understand and support this because it can get their money to go further,” he says. “Getting roads done faster means that their constituents can drive down the road and not have road construction.”

that are, have a mix of machines that have it and some that don’t, so they’ll see a portion of these improvements. However, we’re still not seeing fast enough adoption rates. We want our customers to get these productivity improvements.”

“We regularly hear that any customer who has made an investment in technology receives payback in under a year.”

Taking the first step Still, with all the benefits laid out in front of them, contractors may not want to invest the $250,000, which is what was invested on this project, but they can take small steps to get there.

“The majority of customers are not using these technologies at all,” Weiss says. “Those

Weiss says this is why the company developed Slope Assist. “It gives customers an easy step in to this kind of technology,” he says. “You don’t need a GPS receiver, you have the grade control technology built in to the machine. You can tell the machine your slope and grade and the machine will help

the operator automatically fit that profile.”

Weiss recommends buying a machine with these types of technologies already installed to immediately start seeing advantages.

“There a lot of basic technologies that we’ve developed that don’t require a field investment,” Weiss says. “However, they allow a customer to familiarize themselves with the system and if they like it, they can upgrade to the full 3D system and build upon the unit they already bought. We regularly hear that any customer who has made an investment in technology receives a payback on it in under a year.”

In fact, the production study showed that a contractor who invested the $250,000 in technology that was done on this section of roadway, would only need to construct five total miles of road before the technology would not only have paid for itself, but actually start to make a profit.

See the video of the project at www.

ForConstrucitonPros.com/12168114.

Search: 12176784

66 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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

C.M.Consulting

Digital Moisture Measurement for Asphalt and Aggregates

NEW COUNTERFLOW AND PARALLEL FLOW ASPHALT PLANTS FOR SALE 1,000 gallon Portable Asphalt Oil Calibration Tank.

Available now.

ANNOUNCING We are proud to announce a new association with HAUCK Asphalt Plant burner systems as of February 1st. We are their new Northwestern Regional Dealer. This includes Montana west to the Pacific and Oregon north to the Arctic Circle. In Canada our area is Manitoba west. We will offer New Burner Solutions, Parts, Tuning and trouble shooting. Please call with anything we can help you on. We will be offering the same knowledgeable "hands on" approach to your problems that we have been known for in the past.

Hauck is being added to our long time and successful association with-

Asphalt Drum Mixers & Systems Equipment Corporation.

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

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

1990s 300 tph Stat. Drum Plant, Silo, RAP, Baghouse 4-bin Newer ControlCall.

1990s ADM SPL60 Portable Asphalt Plant & Silo. Complete.............................Call.

Barber Greene BC-60 Batch Plant, Bag House, 200T Silo, Libra Controls.......Call.

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

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

Cliff Mansfield Inc. Office 541-352-7942 P.O. Box 407 Fax 541-352-7943 Odell, OR 97044 www.hotplantconsulting.com Search: 10072464

Hydro-Probe

Our world leading products are designed and manufactured in the UK and are the most cost effective moisture sensors in the asphalt and aggregate industries to help ensure product quality, maximize yield and save energy.

Sensor features include:

• • • • •

Accurate, consistent, real time moisture measurement Precise linear output Remote calibration and configuration Integrate into new or existing systems Fully temperature stable

Tel: +1 231 439 5000 enquiries@hydronix.com

www.hydronix.com Search: 10883024

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June/July 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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2016 NAPA MIDYEAR MEETING

JULY 17-19 RENAISSANCE SEATTLE HOTEL SEATTLE, WA

www.AsphaltPavement.org/midyear Search: 10073981

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CLASSIFIED ADVERTISING

Clark Loney 888-220-1277 • Fax 707-929-0569 Email: clark@asphaltequipment.us www.asphaltequipment.us

PUMP PACKING Stop your pumps from leaking!

Pre-cut packing sets proven within the Asphalt Industry.

Viking®, Roper, Rotan, etc.

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

www.BatchingControls.com 603-566-4330 Paving Fabric Installation Machines Telescoping 1’-19.5’ Grizzly 600T & 1’-16’ Cub 300T 6 Patents Install Fabrics & Grids Virtually Wrinkle Free Mounts for Endloaders, Buckets & Oil Trucks Cuts Labor Costs & Speeds installation Time Roll Pullers™ for Truck Unloading - 3" & 4" cores

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info@desertgreentech.com June/July 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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CLASSIFIED ADVERTISING

RAP-13915 Astec 60K CFM Baghouse

• RBH-58:DB 98-007 • Horizontal Cyclone RAP-14645 H&B 10,000 LB. BATCH PLANT

• Skid Mounted Arrangement • 10,843 sq ft - 5.5 to 1 = 60,000 cfm RAP-14849 ASTEC PM96 CONTROL SYSTEMS

• Multiple complete control system’s • H&B 10K Batch Plant • Cedarapids 10028 Dryer w SJ360 natural gas

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

RAP-14809 BG DM55 150TPH MODEL YEAR 1985 PARALLEL FLOW

• Numerous spare parts

RAP-14699 RELIABLE ASPHALT PRODUCTS 10FT X 14FT HEAVY DUTY - RAP BIN

• BG DM55 6’x39’ w/ • BG CF220 nom Hauck 360 setup for 28,000cfm baghouse oil. NEW Shell in 2007 w/ cyclone

RAP-14780 H&B/ GENCOR CONTROL HOUSE

RAP-14526 GENTEC HOT OIL HEATER

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

RAP-14677 BITUMASTOR SILO SYSTEM

• Constructed of ¼in plate with 3/8in flat bar stiffeners with the top frame constructed of channel. Leg assemblies to be constructed with ¼ bent plate and utilize channel bracing

• Batch controls and MCC

• Two story

• 100ton silo • 100TS-138498-82-NA • Nom 300tph drag slat w/ Chop gate and dual chain

• SN - 508-85-TH • Reject chute in silo • Nom 40ft truck scale • Drag and silo equipped w/ Electric Heat

RAP-14759 CMI/CAT PORTABLE DIRECT FIRED AC TANK

• 30,000 Gallon Portable AC Tank • New 1988 • DF30D

• sn DF30P - 194 • Direct Fire Burner • Tandem Axle 10:00 x 15 tires

70 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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CLASSIFIED ADVERTISING

1.866.643.1010 ClearSpan.com/ADAC1

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

Fabric Structures Natural Light & Low Cost Per Sq Ft

Hybrid Buildings Benefits of Metal & Fabric Buildings

Foundation Solutions Build Anywhere & Quick Construction

ZERO PERCENT FINANCING AVAILABLE

restrictions may apply

Equipment for the asphalt industry. Full plants and individual components. New inventory added often.

June/July 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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CLASSIFIED ADVERTISING

LIME ADDITIVE Used Crafco Model 200 routers starting at $6,000.00.

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

100-1500 TPH. Durable, low maintenance design.

Router

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

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

Call toll free at 1-888-922-3630

PUGMILL SYSTEMS, INC.

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

(931) 388-0626 COLUMBIA, TN www.pugmillsystems.com

email: nhmsltd@gmail.com Additional used equipment available.

All sales include onsite training.

Manufacturers of Davis Pugmills

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 72 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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ADVERTISERS’ INDEX Adams Asphalt Plant SVCS

16

Libra Systems Corporation

42

Aggregate Designs Corp.

69

Meeker

53

Almix

9

NAPA

57, 68

Asphalt Drum Mixers

48-49

National Highway Maintenance System Ltd, LLC

72

Astec Inc.

13, 38-39, 71

OMI Industries

33

BITCO Insurance Companies

63

PROcru

28

Carlson Paving Products

75

Process Heating Company

29

ChromaScape Inc.

66

Pugmill Systems Inc.

72

Clear Span Fabric Structures

71

R & D Trench Paver

73

C. M. Consulting

67

Reliable Asphalt Products

70

Desert Green Technologies

69

Roadtec an Astec Industries Co.

11, 76

Dillman

14-15

Sakai

47

Eager Beaver Trailers

37

SealMaster

59

E. D. Etnyre & Co.

30

Screen Machine Industries

61

Evans & Daniels Inc.

72

Superior Tire & Rubber Corp.

27

FastMeasure By KTP Enterprises

69

Systems Equipment Corp.

7

Gencor Industries Inc.

3

Tarmac International Inc.

41

General Combustion

17

Valley Industries

32

Heatec Inc.

2

Weiler

23

Hydronix

67

WEM Automation LLC

25

JAMAR Technologies Inc.

31

Wirtgen America Inc.

5, 19

K-M International

65

LeeBoy

43

CLASSIFIED ADVERTISING

June/July 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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THE LAST EXIT

How to Keep Construction Workers

COOL

Construction workers need to protect themselves from extreme heat during the dog days of summer

H

By Jessica Stoikes, Associate Editor

ot weather has hit most parts of the country and it’s going to get worse as summer wears on. Working on a construction site during the heat of the summer, with asphalt that can reach temperatures of 300°F or more, can result in serious illness or even death.

Workers exposed to extreme heat may experience symptoms of heat-related illnesses (HRI), such as cramps, heat rash, heat exhaustion, fainting, heat stroke and more.

This is not news. If you’ve been doing this job long, you know how harsh hot days can be. According to the Department of Occupational Safety and Health, heat-related illness is also linked to injuries from falls, equipment operation accidents and other on-the-job incidents. Such incidents can happen when someone with heat stress becomes fatigued, dizzy, confused or disoriented.

Since heat can lead to other issues and potential incidents, it is important that all of us working in the heat take care to avoid heat illness issues. Here are 12 tips from National Pavement Expo speaker John Meola: • Water, water, everywhere.

Drink plenty of proper fluids the night before a work day and continue to drink fluids (i.e., water or sport drinks) throughout the day.

Remember that we not only need water, but electrolytes, which can be gained from drinking sport drinks in addition to water. Plan to make water easy to reach and keep it at a cool, drinkable temperature.

• Stay in good physical shape. Extra saddlebags mean more work and more sweat. Hit the gym or walk the oval a few times after dusk to work it off.

• Eat right. Avoid high-fat, greasy fast food. Try to eat a lighter meal during hottest time of the day. Half a sandwich, a bag of chips, iced tea with lemon and an apple are the mid-range to aim for.

Skip the fries.

• Be aware of the ‘post lunch dip’ effect of drowsiness. Circadian rhythms govern our sleep/ wake cycle and this afterlunch interval is a tough one.

Minimize the fatigue by doing the above, eating right.

• Get your sleep. REM sleep is harder to achieve in hot weather. Try to keep sleeping rooms cool.

• Timing is everything.

Whenever possible, plan the job to avoid direct sun or move up the start time. If working in direct sun can’t be avoided, schedule frequent rest breaks in a shaded area. The outdoor tool industry sells a variety of shade umbrellas and coverings

• Dress to stay cool.

Engineered garments can reduce the heat load on the body. They offer transevaporative cooling, UV and insect protection. They are a little pricey but, depending on your location, it might be worth trying these out.

• Avoid going in and out of air conditioned climates.

That’s a body slam each way in terms of adjusting.

• Be alert for signs of heat stress. The order of seriousness is: a) Heat cramps - Usually from poor hydration; take it easy, drink water, put feet up. b) Heat exhaustion – Knock off for the day, go someplace cool, rehydrate, rest. c) Heat stroke – Call 911. OSHA has also released a free app for mobile devices that enables workers and supervisors to monitor the heat index at their jobsites.

The app displays a risk level for workers based on the heat index, as well as reminders

about protective measures that should be taken at that risk level. It can be downloaded by visiting http://1.usa. gov/1ig612y.

• Plan for heat stress avoidance. Heat stress avoidance steps include maintaining proper hydration, pacing yourself , avoiding prolonged strenuous exertion, staying covered, etc.

• Cover your head. A widebrim hard hat is actually pretty good head covering against the sun. Add a nape protector or wrap-around sun visor to maximize protection.

Use sun block.

• Cool it down. The neck and head pretty much govern the heat loading on the body, because a lot of blood flows through these parts. That’s why cooling “bandanas” are so effective. If you can keep the direct sun off the head and neck, it will help a lot.

Stay cool out there!

74 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • June/July 2016

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When it comes to award-winning mat quality and renowned reliability, no front-mount screed can match the proven performance and results of the Carlson EZIV. With its high-strength, single slide extension support for exceptional rigidity, innovative adjustment points for easy leveling, and state-of-the-art electric heating elements, the EZIV continues to be the industry’s leading and most requested front-mount screed regardless of tractor decal.

C ARL SON PAV ING PRODUC T S, INC.

an Astec Industries Company

18425 5 0 t h AV E N U E E AST • TAC O M A , WA 984 4 6 U S A • P H 8 0 0 . 216 . 210 8 • c a r l s o n p a v i n g p ro d u c t s . c o m Search: 10072346

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OPERATOR COMFORT & CONVENIENCE

MAKE THE JOB EASIER

EACH ROADTEC PAVER IS ERGONOMICALLY DESIGNED FOR BETTER VISIBILITY, REDUCED NOISE, AND COMFORT. The New Clearview FXS® fume extraction system provides greater visibility to the front of the paver hopper, to the opposite side, and down to the augers.

Paver controls are mounted to the pivoting seat station, which hydraulically swings out past the side of the machine for excellent All functions are easily accessible, including feed system and flow gate controls.

Noise levels cut in half and improved visibility allow the operator to stay in constant communication with the rest of their crew.

LET ROADTEC MAKE YOUR JOB EASIER - VISIT ROADTEC.COM

© 2015 ROADTEC. INC. ALL RIGHTS RESERVED

1.800.272.7100

+1.423.265.0600

Search: 10074458

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