Asphalt Contractor June/July 2017

June/July 2017

How to navigate a

P3

HIPR

| 18

along the Gold Coast | 61

VULCAN increases capacity in Texas | 28

HOW SCREEDS IMPROVE

PAVING PERFORMANCE

| 44

KEEPING ASPHALT

COOL

| 74

www.ForConstructionPros.com/Asphalt

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UNMATCHED DESIGN

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

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

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

H E AT E C , I N C .

an Astec Industries Company

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

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TABLE OF CONTENTS |

JUNE/JULY 2017

COVER STORY How Screeds Improve Paving Performance Manufacturers are improving screed components for a better quality asphalt mat | 44 TECHNOLOGY MATTERS

16 New Smartphone Camera Keeps Things Hot on the Jobsite SPECIAL REPORT:

18 How to Navigate a P3

34 Cliff’s Notes When it comes to solving maintenance problems, trying something is better than doing nothing.

PRESERVATION UPDATE

61 Garrity Preserves Pavement Along the Gold Coast JOBSITE INNOVATIONS

54 Halifax Paving Reconstructs Road After Hurricane Damage Time is of the essence after Matthew destroyed a stretch of A1A in Flagler County, FL, last fall.

65 Crack Sealing as a Pretreatment Improves Preservation Treatment Results NCAT study shows that crack sealing as a pre-treatment before a preservation application can prevent cracking.

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

28 Vulcan Increases Capacity with Ultraplant

4

Pavers, rollers, MTVs & more.

36 Production Products

PRODUCTION NOTES

San Antonio division adds another plant to service customers.

58 Jobsite Products

The Town of Fairfield, CT, decided to take a chance on the hot inplace recycling process, and Garrity’s new recycling division stepped up to the plate.

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

IN EVERY ISSUE 8

Editor’s Perspective

10 New Products 74 The Last Exit

ASPHALT CONTRACTOR JUNE/JULY 2017 www.ForConstructionPros.com/Asphalt

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DIGITAL CONNECTION www.ForConstructionPros.com/Asphalt

Top 10 Compliance Issues for Federal Highway Contractors Do you have a corporate compliance program designed to avoid purposeful or inadvertent violations of law by your employees?

Trump Lays Out $1T Infrastructure Vision in Budget Request The rebuilding plan, according to the budget, would inject $200 billion into transportation projects over 10 years, with the goal of creating $1 trillion worth of overall investment.

Search: 20862419

Search: 12296102

New Study Finds BIM Gaining Ground in Transportation Infrastructure Next Generation of Transportation Construction Leaders Press Congress on HTF Fix Seventeen emerging leaders participated in an intensive Washington, D.C., “boot camp” introduction to the federal legislative and regulatory processes, then went to Capitol Hill to urge members of Congress to find a permanent revenue fix for the HTF..

Engineers, contractors and infrastructure owners all report increased use of BIM, driven by strong business and project outcomes.

Search: 20861764

How to Fix Oil Spots on Asphalt Your customers hate them. You need to know how to get rid of them and fast.

Search: 20861244

Search: 20862137 WWW.FORCONSTRUCTIONPROS.COM/ASPHALT WWW.FORCONSTRUCTIONPROS.COM/ASPHALT WWW.FORCONSTRUCTIONPROS.COM/ASPHALT

CONTRACTOR

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

June/July 2017 Vol. 31, No. 5

ASPHALT

CONTRACTOR LATEST PROFESSIONALS LATEST INNOVATIONS FOR ASPHALTPROFESSIONALS LATEST INNOVATIONS FOR ASPHALT

Published by AC Business Media Inc.

Asphalt CONTRACTOR

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

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

6

Published and copyrighted 2017 by AC Business Media Inc. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording or any information storage or retrieval system, without written permission from the publisher.

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

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ASPHALT CONTRACTOR JUNE/JULY 2017 www.ForConstructionPros.com/Asphalt

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THE ROAD TO PAVEMENT EMENT PRESERVATION.

The Road to Pavement Preservation begins with SealMaster Pavement Products & Equipment. sealmaster.net | 800-395-7325 R OAD SEALA N T S

CRAC K F IL LING

LOCATIONS NATIONWIDE

TRA F F IC PAI NT

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CONTRACTOR

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

JUNE/JULY 2017 • Vol. 31, No. 5

ASPHALT

EDITOR’S PERSPECTIVE

Lisa Cleaver, Editor

CONTRACTOR

lcleaver@ACBusinessMedia.com 920.542.1226

LATEST INNOVATIONS FOR ASPHALTPROFESSIONALS PROFESSIONALS LATEST LATEST INNOVATIONS FOR ASPHALT

Published by AC Business Media Inc.

Are P3s the Right Answer for Funding Roads?

What if your state rejects the concept?

P

resident Trump’s infrastructure road has been a bit bumpy. The deadline for his promise to have an infrastructure bill in the first 100 days was overshadowed by healthcare and tax reform.

Department of Transportation Secretary Elaine Chao, however, has said that Trump will unveil a broad sketch of his $1 trillion infrastructure plan by the end of May. According to Chao, the plan is expected to streamline the permit-approval process and contain some regulatory, administrative and policy reforms to help speed up project delivery.

The proposal will contain $200 billion in taxpayer dollars to leverage $1 trillion worth of overall investment through public-private partnerships (P3s), says Chao.

P3s have been a much-touted mechanism for funding in Trump’s $1 trillion plan. They generally involve private investors accepting risk and responsibility for design, construction and operation of a project in return for a revenue stream made up of tolls, user fees or regular tax outlays known as “availability payments.”

There are downsides to P3s. Democrats and even some Republicans have said P3s don’t work in rural or lowincome areas that can’t support tolls or a predictable revenue stream. In one state,

8

resistance to paying new tolls torpedoed a P3 bill.

According to a report from Bloomberg, the Texas House voted to reject a bill that would have allowed P3s to participate in 18 highway projects costing as much as $30 billion. This leaves the second-most populous state unable to tap into P3s to finance infrastructure improvements, says the report.

Nationwide, 13 states have yet to adopt legislation authorizing some form of P3 deals, according to Moody’s Investors Service, and states including Texas, New Mexico and Mississippi tried unsuccessfully to pass P3 measures this year.

Some advocates say there aren’t enough willing public partners and there’s too little predictability for investors.

Chao has said that “everything is on the table,” including an increase in the gas tax, when it comes to funding the administration’s infrastructure priorities. We will have to wait and see when more details emerge.

In the meantime, on page 18 of this issue, we take a look at a company that has successfully incorporated P3s into its repertoire. Let me know if your company has been involved in any P3s, and if the process was successful by emailing me at lcleaver@ acbusinessmedia.com.

Thanks for reading! AC

Asphalt CONTRACTOR

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

Publication Staff Publisher

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Editor

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ASPHALT CONTRACTOR JUNE/JULY 2017 www.ForConstructionPros.com/Asphalt

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THE UNIFIED “UF” SERIES DRUM

SINGLE DRUM COUNTERFLOW

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

NO

SACRIFICES COMPROMISES

CONS:

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

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NEW PRODUCTS BERKAMP PMA & CRMA BATCH PLANTS PROVIDE APPLICATION FLEXIBILITY New batch plants offer modification of asphalt with polymer or crumb rubber

P

olymer Modified Asphalt (PMA) and Crumb Rubber Modified Asphalt (CRMA) are emulsions created with asphalt, water, an emulsifying agent and a thermoplastic polymer or natural (rubber) elastomer. The DenimoTECHmanufactured PMA/CRMA Batch Plants from Bergkamp are versatile, heavy-duty, well-designed systems.

Equipped with a pre-heat tank for very quick and efficient heating, the plants ensure the availability of hot, neat asphalt. The two mixing tanks can be operated in parallel for continuous production.

10

Polymer or crumb rubber is loaded into a hopper and then metered into the premixing tank using a screw conveyor.

The asphalt and polymer or rubber blend is then transferred to the colloid mill.

Single or multiple passes can easily be set up to ensure proper homogenization prior to pumping the PMA or CRMA out to digestion tanks.

The fully automatic system is 100% PLC controlled. The PMA/CRMA batch plants come in capacities from 6.6 -13.22 tph and 11-22 tph.

The 13.22-tph plant model is mounted

on a 40-ft. skid frame, which provides extreme flexibility for mobilization.

In addition to its regular PMA and CRMA batch plants, Bergkamp Bituminous Solutions also offers an 11- and 22-tph containerized compact plant solution.

The plant arrives fully assembled, tested and ready to go in a 20-foot container, which simplifies handling and gives low freight costs and protection during transport.

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ASPHALT CONTRACTOR JUNE/JULY 2017 www.ForConstructionPros.com/Asphalt

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

roadtec.com 1.800.272.7100 423.265.0600

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

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NEW PRODUCTS Chicago Pneumatic AR95 Roller Chicago Pneumatic’s new AR95 diesel asphalt roller has 36-in.-wide drums and weighs 2,976 lbs.

• Also available in a gasoline version • Vibration on the front drum, with drive on both the front and rear drums • Shock-mounted rear drum reduces operator-platform vibration • Folding ROPS • Towing eyelets front and rear • Sliding seat Search: 12295947

SANY Single-Drum Rollers Generac Light Towers Generac Mobile Products introduces three new light towers: the MLT6SMD light tower, PLT240 LINKTower TM and MLT4060MVD light tower.

• Equipped with four 240-watt LED lights backed with a five-year limited warranty.

• MLT6SMD and MLT4060MVD feature ECOSpeed TM1 engine • 580 hours on one tank of fuel.

• Compact design of the PLT240 LINKTower is powered by a standard 120 V outlet and can be run off any other power source, including another light tower, • Multiple LINKTower units can be connected together Search: 12311311

SANY has recently launched the 20-ton and 22-ton hydraulic single drum rollers that give operators access to new technology and make work more efficient.

XL Bottom Dump from XL Specialized Trailers • SSR200AC-8 and SSR220AC-8, both with 83.6-in. width, are equipped with Bosch Rexroth vibration pumps that shorten the starting time of oscillation to only 3 seconds • Dual frequency and double amplitude vibratory mode • 197-hp WeiChai WP6G200E331 engine • Dynamic Systematic Thermal Conduction Control Technology ensures roller to continuously operate in high temperature

XL Specialized Trailers offers its new prototype Bottom Dump with a capacity of 25-cu.-yds. or 60,000-lbs.

• Base weight is 1,000 lbs. lighter than the standard model • Reinforced sidewalls made from 1/8in. Hardox steel and gates made from 3/16-in. Hardox steel • Hopper opening of 96" x 193" • Infinite gate control for more control when unloading material • Adjustable side locks and windrow deflectors assist in dumping various materials Search: 12315041

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VT LeeBoy 8616C The 8616C Asphalt Paver from LeeBoy has a single sliding control console and an adjustable deck.

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

• Legend 816 heavy-duty electric screed • Under auger material cut-off gates

ProSeal Paver Extension The ProSeal Paver Extension extends the screed all the way to the edge of the paver without adding any extra width to your machine.

• Bolts to the edge of the original extension Search: 12303626

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ASPHALT CONTRACTOR JUNE/JULY 2017 www.ForConstructionPros.com/Asphalt

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ASTEC Parts. We’re Here. Always.

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

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

800.251.6042 • www.astecparts.com Search: 10072061

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NEW PRODUCTS Volvo DD120C & DD140C Double-Drum Asphalt Compactors

BOMAG BW 28 RH Pneumatic-Tired Roller The new BOMAG BW 28 RH pneumatic-tired roller features a large 106-cu.-ft. ballast compartment and efficient weight ballast changing system to boost wheel loads and improve compaction performance.

• Operating weights from 18,960 to 61,730 lbs.

• Maximum wheel load of 7,715 lbs. for deep static compaction • Flexible ballast system offers the option of adding concrete, steel and/or underfloor weights plus water, dry sand or wet sand to adapt machine weight to the application • 80.4-in. compaction width • Eight offsetting tires overlap by 1.3 in.

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Volvo's DD120C and DD140C feature 20% improved fuel efficiency, high centrifugal force and new intelligent features compared to their predecessors.

• Volvo 148-hp D13J Tier 4 Final engine • Impact Spacing Meter • High vibration frequency system delivers 4,000 vpm • 180° rotation console • Can be outfitted with Volvo Intelligent Compaction system, CareTrack and Compact Assist for Asphalt with Density Direct • Rolling width: 79 in. (DD120C) and 84 in.

(DD140C) • Operating weight: 27,700 lb. (DD120C) and 30,486 lb. (DD140C) Serach: 12314126

Gecon Rumble Strip 16 3-in-1 Attachment

Tanguay Machinery J100B Mini-Paver & Road Widener The J100B is suitable for trenches, sidewalks, road widening and other specialized paving projects.

• Standard paving width from 16 to 48 in., with optional 60-in. attachment • 50-hp power unit • Comfortable operator seat with electronic controls for auger feed and traction • Paving speed and blade positioning controlled with a single joystick Search: 12273576

Genoa Attachment's Rumble Strip 16 (RS16) is a three-in-one skid steer attachment that is a planer, rumble strip maker and line remover/stripper.

• 16-in. cold planer for up to 6-in.deep milling • Special chassis and shaft for smooth operation in cutting rumble strips

• Cam shaft ensures even spacing no matter the speed or inconsistency of operator • Mounts to most skid steers • Changeable drum for fine scraping/ milling to remove road lines/paint Search: 12309710

B2W Schedule B2W Schedule centralizes the scheduling and dispatching process and connects it with field management and maintenance workflows.

• Scheduling can be completed in real time with role-specific access and visibility across the enterprise via mobile or desktop devices • Map View incorporates GPS and telematics data • Can track field and equipment maintenance • Customized views of resources

KPI-JCI - Astec Mobile Screens GT205 Hybrid Multi-Frequency Screen The GT205 Hybrid Multi-Frequency Screen has the ability to run on either line power or diesel power when necessary.

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ASPHALT CONTRACTOR JUNE/JULY 2017 www.ForConstructionPros.com/Asphalt

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BUYING NOW

MILLING MACHINES / COLD PLANNERS

BUYING NOW

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AVAILABLE FOR SALE

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AVAILABLE FOR SALE 2011 ROADTEC RX500

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CMI RS 500 B

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TECHNOLOGY MATTERS |

BY JESSICA STOIKES, ASSOCIATE EDITOR

Keeping Things on the Jobsite A new smartphone attachment can map asphalt temperatures instantaneously

W

e all know that temperature is the key to a successful asphalt paving job. When there are extreme differences in temperature and the mix gets cold, you’re likely to have mat failure. However, it can be difficult to know just how hot the asphalt being put down is when you’re in the middle of paving.

New technology has been developed to help contractors to see temperature differences in the mix, but some of those cameras can cost over $15,000.

In comparison, a new smartphone camera attachment from Seek Thermal costs as little as $250 and is changing the game of temperature monitoring for asphalt contractors.

MONITORING HEAT On some jobs, it’s inevitable that mix sits in the bed of the truck, or multiple trucks lined up, for longer than it should

16

before it’s dumped into the paver. At that point, the temperature of the mix could already be compromised, making it harder to achieve a quality mat.

“When the mix comes, you can use the camera attachment to measure where there are cool spots in the bed and mix it up before dumping it in the paver,” says Marc Okicich, director of sales-Americas for Seek Thermal. “The camera can be used anywhere where you’re looking to measure temperature. When the mix is delivered, the temperature of the mat, ambient temperature, etc.”

Quick to connect and detect, the Seek Thermal Compact or CompactPro use advanced infrared technology to let you see thermal images in day or night. The smartphone attachment is designed to work with both iPhone and Android top models in conjunction with the smartphone app that contractors can download once they purchase the camera.

This device is portable and easy to pack away. It combines powerful thermal insight with a 206 x 156 sensor, a 36-inch-wide field of view and runs off the low energy from your smartphone.

Your smartphone display makes this as visual and large as your phone or tablet screen. Its detection distance can be shortened into a few inches or can detect temperatures up to 1,000 feet away.

“With this device, you can quickly identify cold spots in the pavement,” Okicich says. “At that time, you are able to proactively do something to fix the problem before it’s too late.”

You can also use the camera to monitor just those objects that are above a certain temperature. For example, you

know something is supposed to be at or above a certain temperature you can set a range to see only images of those items with temperatures above 200°F.

Which beer is the best?

Use your Seek Thermal camera to snag the coldest beer before someone else does.

LOGGING TEMPERATURES Just like contractors document density on a jobsite for proof of work, these cameras can be used to document and log temperatures. The camera can be used to get a spot temperature, take a photo, time stamp it, date stamp it and give a location. The data can be stored in your phone and then e-mailed or transferred to a hard drive.

By doing this, contractors can have documented proof that the mix was delivered at the desired temperature for optimal laydown and compaction.

Video can also be recorded while you’re moving. This allows you to record temperatures coming out of the truck on a consistent basis. Video can also show the hottest and coldest spots on the mat for documentation and pavement performance review purposes.

Seek Thermal sells devices that range from $250-$700 and can be used in all applications from home repair, HVAC and even hunting. The device can also be used off the jobsite, making sure you get the coldest beer before your buddies do.

For more visit www.thermal.com. AC

For more on why you should track temperatures while paving, visit ForConstructionPros. com/10297263.

ASPHALT CONTRACTOR JUNE/JULY 2017 www.ForConstructionPros.com/Asphalt

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Engineered Innovation for the Material Transfer Vehicle Market • • • • • •

Designed around clean-out to simplify daily maintenance and increase component life Variable speed conveyors reduce wear Hydraulic conveyor chain tensioner automatically sets and maintains proper chain tension Automated tire spray down decreases tack build-up with programmable spray coverage Storage hopper management system notifies crew of material level in the storage hopper Cat® dealer sales, service and support

Visit weilerproducts.com or the paving specialist at your Cat® dealer for more information.

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Engineered Innovation.

6/6/17 3:50 PM

SPECIAL REPORT |

BY LISA CLEAVER, EDITOR

How to Navigate a

p3 P

resident Trump has promised a $1 trillion infrastructure package, which may be a great start to fixing America’s crumbling roads and bridges.

Since funding is always a core issue

18

With publicprivate partnerships at the forefront of the infrastructure debate, here’s a look at how one contractor has embraced them

of any highway bill, public-private partnerships (P3s) are expected to play a large role in his plan. In those types of partnerships, fewer taxpayer dollars are needed because private industry picks up some of the cost.

“Unquestionably there is a huge need for improved infrastructure in the U.S., and we have seen strong bi-partisan support for increasing investments in the sector,” says Magnus Eriksson, executive vice president with Skanska. “Skanska

ASPHALT CONTRACTOR JUNE/JULY 2017 www.ForConstructionPros.com/Asphalt

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5/30/17 2:05 PM

SO FUEL EFFICIENT, IT MAKES YOUR HYBRID LOOK LIKE A MONSTER TRUCK.

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Nothing can compare to fuel efficiency of the Ultra II burner. Unbelievable power, unshakable reliability and faster response make it the most dependable burner available. It also runs on almost any fuel making it the greenest burner on the planet. Just one of the many brilliant systems from General Combustion.

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SPECIAL REPORT

I-4 Ultimate by the Numbers The massive I-4 Ultimate project is needed as a crucial trans-Florida link connecting Tampa and Daytona Beach. This expanse becomes a sea of red brake lights during the Orlando area’s rush hours, a situation worsened by the highway’s outdated 1960s-era design.

“The real premise behind it is because of the congestion through the Orlando area,” says Brook Brookhire, Skanska vice president. “We are taking the general use lanes that they have now, reconstructing, and moving those three lanes to the outside.

This will create space in the middle to put four express lanes which will use congestion tolling to better manage the traffic.”

When the Skanska team completes construction in 2021, the Orlando stretch will be a better-functioning highway – with safer curves, improved access to connecting roads and all new driving surfaces – and a more aesthetically pleasing corridor through artful bridge design, lighting and landscaping.

To manage this extensive project, the Skanska team divided the 21 miles into four sections of four to six miles each: Attractions, Downtown, Ivanhoe and Altamonte. In each area, Skanska is establishing field offices staffed with 30 to 50 project management staff.

The project headquarters is in a 42,000-square-foot building along the route in Maitland, which will house approximately 160 people. All key project partners are colocated there, which promotes rapid and collaborative decision making.

SGL Constructors will have about 220 management staff, and at the project’s peak there will be 1,500 to 2,000 craft employees (both direct hire and through trade contractors).

I-4 Ultimate requires a huge equipment fleet: 250 to 300 pieces of heavy equipment – including excavators, loaders, cranes and backhoes – and another 220 pick-ups and SUVs. The price tag for all this? An estimated $125 million. That doesn’t include the 90 to 100 on-road dump trucks. Most of the equipment and vehicles will be new and acquired through strategic leasing methods.

With all this, the most impressive number might be the projected $56 million equipment fuel bill, plus even more for those dump trucks.

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believes that P3s offer states and agencies a very flexible instrument that can be tailor-made to address the specific requirements and needs of the clients.”

There are some downsides to P3s, however. To work, P3s must be able to show a steady profit, which means many types of infrastructure won’t even be considered using a P3 model.

A toll road is an example of a project that could get a green light under this model. To work, however, this road would have to be in an urbanized area where commuters have congestion and people are willing to pay a price to avoid it.

This means many roads and bridges could continue to be neglected.

THE BENEFITS OF P3S Of course, there are many upsides to P3s. Eriksson sees myriad benefits to the P3 model. His company, Skanska, has completed more than 30 P3 projects around the world in

Magnus the last 20 years.

Eriksson, They include roads, executive vice tunnels, hospitals, president with schools, power Skanska plants, and other social infrastructure projects.

“We have three projects currently underway in the United States – the LaGuardia Airport Central Terminal B in New York, the I-4 Ultimate in Florida and the Elizabeth River Tunnels in Virginia,” he says.

P3s projects generally offer savings through a high degree of value engineering and innovation, application of synergies and avoidance of duplications and scope creep, which refers to changes in the scope of a project after the project begins.

Some other strong benefits of P3s include enhanced project innovation (construction and operations), better life cycle costs, condensed schedules, risk transfer, and accountability for

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SPECIAL REPORT the infrastructure to meet required standards throughout the life of the concession and beyond.

“We do not necessarily see P3s as a funding tool but rather a very viable instrument where the clients are looking for sharing design, construction, completion and operational risks with the private sector to achieve a high certainty of on time and on budget delivery,” says Eriksson.

In the U.S., P3s make up about 1% of U.S. infrastructure projects. In Europe, it’s closer to 10%. Skanska’s experience with P3s started in the United Kingdom 20 years ago.

“We’ve done projects in the Nordic countries, Europe, Africa and South America, and now in the U.S.,” says Eriksson. “We got involved because governments saw the benefits of bringing together the public and private expertise in a unique structure that transfers to the private sector partner the risk of project cost increases and schedule delays typically associated with traditional project delivery.

“Our expertise on how to allocate risk has made us successful with the P3 model,” he says.

I-4 PROJECT IN FLORIDA Florida’s $2.3 billion I-4 Ultimate project in Orlando, which began in January 2015, includes reconfiguring 15 major intersections, replacing more than 140 bridges and adding two tolled express lanes in each direction for all 21 miles. The project, which is the state's largest P3 project to date, is expected to be completed in 2021.

The Florida Department of Transportation (FDOT) determined that the P3 model would enable them to bring the I-4 Ultimate project to the public much sooner to meet the current needs.

“An analysis was done showing if the project was built under a traditional project delivery as public funding became available, it would have taken 27 years to complete,” says Eriksson. “By

using the P3 procurement method, the designing and construction of the project is taking less than seven years.”

On the I-4 project, the benefits of a P3 include encouraging long-term efficiency and service quality, accelerating the construction schedule, providing a mechanism to finance project funding shortfalls and allowing FDOT and the traveling public to benefit from lifecycle cost optimization and technical innovation from the industry.

HOW THE FUNDING WORKS The P3 contract for Florida’s I-4 Ultimate project is between FDOT and I-4 Mobility Partners, which is tasked with designing, constructing, financing, operating and maintaining the project for 40 years.

By using the P3 procurement method, where I-4 Mobility Partners took on the responsibility for funding the project, FDOT could implement the project immediately.

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SPECIAL REPORT

Above & below: The I-4 Ultimate groundbreaking ceremony.

Photo Credit: www. i4ultimate.com

24

The members of the I-4 Mobility Partners team include the following: • Skanska Infrastructure Development Inc. (Equity Member) • John Laing Investments Limited (Equity Member) • Construction Joint Venture – Skanska USA (lead contractor), Granite Construction Company, and the Lane Construction Corp.

FDOT didn’t have enough funding available for the I-4 Ultimate project for a traditionally procured project. In fact, FDOT had approximately half of the $2.3 billion needed for the project in 2014.

By using the P3 procurement method, where I-4 Mobility Partners took on the responsibility for funding the project, FDOT could implement the project immediately. Instead of paying the cost upfront, FDOT will now pay for the cost of the project in installments called availability payments, starting from completion of construction and ending at the expiry of the concession term.

“I-4 Ultimate will be built through a 40-year public-private partnership with the concessionaire responsible for funding the design, construction and operation of the project,” says Eriksson.

“The concession company, I-4 Mobility Partners, will earn certain milestone payments during construction and at

final completion and thereafter annual performance-based availability payments during the operations period. The P3 funding mechanism allows FDOT to share risks with the private investors in I-4 Mobility Partners.”

WHY SHOULD YOU GET INVOLVED? Whether Trump’s $1 trillion infrastructure plan comes to fruition or not, P3s are a viable model for funding some highway projects. Eriksson sees a lot of upsides for asphalt contractors to get involved.

“These projects are usually large and extend over a period of years,” he says. “Therefore, contractors can anticipate a steady stream of work for a significant period of time.

“In addition, they offer companies the ability to deploy best industry practices to solve complex and challenging problems and help the client by sharing and

mitigating risks,” he continues. “Because of the built-in mechanism for operations and maintenance, they offer a chance for continued work in the future, after the project is complete.”

Eriksson says Skanska firmly believes the P3 model is an excellent tool for financing infrastructure projects – such as roads, bridges and tunnels – as well as social projects such as hospitals, schools, courthouses, government buildings - here in the United States and around the world.

“With a P3 model, the public sector also benefits from a fixed price, specific timelines and deadlines for delivery, and guaranteed operations and maintenance performance-based contracts,” he concludes.

Eriksson offers some advice to asphalt contractors thinking of getting involved in P3s.

“Be prepared for a collaborative environment on projects that require continuous planning, and then updating of plans as needed,” he says. “We expect our partners to find and keep the right people on their teams and to engage in a safe work environment. This allows us to maintain a brisk work rate while maintaining our high standards for worker safety.” AC

For the latest updates on President Trump’s infrastructure plan, visit ForConstructionPros.com/ asphalt.

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PRODUCTION NOTES |

BY LISA CLEAVER, EDITOR

Vulcan Increases Capacity with

ULTRAPLAN

The San Antonio division adds another plant to service customers

V

ulcan Materials Company – one of the nation’s largest producers of construction aggregates and a major producer of aggregates-based construction materials, including asphalt and ready-mix concrete – has 342 sites that produce construction aggregates, and about 100 facilities that produce asphalt and/or concrete.

The company has been serving the San Antonio, TX, area for 30-plus years.

“We operate 13 HMA plants in Texas,” says Justin Stumberg, asphalt production division manager. “We have two asphalt production sites serving the Greater San Antonio area. The Helotes, TX, location has two Gencor asphalt plants – a 500-tph model and a threeyear-old 400-tph plant.

“The other location, known as 1604 because of the beltway that encompasses San Antonio, also has Gencor plants – a 400-tph asphalt plant and the new 2016 Gencor 400-tph plant,” he says.

Vulcan’s newest plant in San Antonio – a 2016 Gencor Ultraplant at the 1604 location – is designed to increase capacity and service more customers.

“We now have two locations with two plants,” says Stumberg. “This allows us to serve our customers with excellent availability, 24/7 on many occasions.”

LATEST ADDITION The new 400-tph Ultraplant at the 1604 location is built with patented counterflow Ultradrum technology. The A.R.E.

28

concept uses the gases and convective heat of the combustion zone to preheat and advance the release of internal moisture in the recycle pavement.

This advanced release of moisture results in higher production due to a more even and staged release of water vapor in the drying process using less energy by not super-heating the virgin aggregates.

Other components of the new plant include: • Nine 10 x 14 cold feed bins with directdrive VFD (variable frequency drive) toughing feeders • Two 10 x 15 RAP bins with directdrive VFD toughing feeders • One 8 x 14 RAS bin with direct-drive VFD toughing feeder equipped with a weigh scale • 89,000-cfm Ultraflo baghouse with VFD fan drives • 135 million BTU Ultraflame II Burner with servo motors for ultimate control of burner fuel/air controlled by a Vector burner control; the servo

motors replace commonly used linkage to position the burner firing rate • Gencor Ultrafoam warm mix system • Three 200-ton Gencor storage silos over two truck scales • Stationary Gencor control center with Ultralogiks blending and operations control, Allen-Bradley PLCs and motor control center

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ANT

RECYCLED MATERIALS Vulcan Materials prides itself with accommodating complicated mix designs as well as traditional TXDOT mixes.

“We have had many opportunities to test and produce new and challenging mixes,” says Stumberg. “We serve TXDOT jobs along with commercial and municipal projects.”

www.ForConstructionPros.com/Asphalt

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Vulcan’s 1604 location processes its own RAP onsite and uses Gencor Ultradrums with advanced recycle entry.

“These drums have allowed us to use recycle with little to no effect to workability of the mix,” Stumberg explains.

The 9' 9" x 50' Ultradrum and Advanced RAP Entry are designed for producing maximum percentages of

RAP/RAS mix designs while being able operate efficiently with high percentages of moisture in the RAP/RAS, says Stumberg.

With the Gencor dual recycle collar system, RAP and RAS is separated into two entry collars. The RAP enters the first “uphill” collar and the RAS with dust return into the second “downhill” collar. This allows for the RAS to become lubricated with the dust to reduce recycle build up in the drum.

“The largest benefit is that the RAP and RAS are weighed individually on two separate belts,” says Stumberg. “This allows for much more precise control of metering the recycled binder.

“RAP and RAS have two extremely different mix percentages with two extremely different AC contents,” he continues. “If you were to weigh/meter both products on one belt, you could have a big variance of total AC (recycled and virgin binder) in your hot mix. By separating the two, we have complete control of the exact recycled AC binder we are adding to the mix. This results in a very consistent workable mix.”

The 1604 facility also opted to add VFDs to the drum. The drum is driven by four 50-hp VFD drives which enable efficient control of the drying/ mixing time over a variety of operating conditions.

“We are still experimenting with RPMs to optimize efficiencies with higher or lower percentages with recycle, higher moistures and open/dense graded mixes,” says Stumberg. “So far, our results have been very exciting. We have noticed by changing RPMs on some mix designs we are able to obtain more BTUs

The new plant features nine cold feed bins, two RAP bins and one RAS bin.

JUNE/JULY 2017 ASPHALT CONTRACTOR

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PRODUCTION NOTES

The new plant is controlled with the Ultralogiks integrated automation package.

30

in the material and lowering or raising the baghouse inlet temperatures when desired.”

ADVANCED CONTROLS The new plant is also outfitted with the Ultralogiks plant control system, a totally integrated automation package that manages and monitors all plant control functions with a windowsbased environment and graphical user interface.

“This is the most up-to-date and, in my opinion, the most advanced but operator friendly control system available,” says Stumberg.

This system allows for optimum blending automation and updates data of plant in real time. “We can see every little thing happening with the plant in real time,” he says. “This allows for excellent preventive maintenance data because the system shows accurate digital motor amperages and limit statues/ position at all times.”

The hardware is an advanced Allen-Bradley PLC control platform that performs all the plant operations, including both blending and loadout functions. A backup computer and

The new 400-tph Ultraplant is built with patented counterflow Ultradrum technology.

ASPHALT CONTRACTOR JUNE/JULY 2017 www.ForConstructionPros.com/Asphalt

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Retrofit Controls

A Heart Transplant for Your Plant

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

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

‘‘

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

When our outdated controls started to give us problems, we knew it was time to upgrade.

We chose Astec because of the service.

Astec has the absolute best service.

your Includes an updated A Stransplant T E C , for IN C .plant. an Astec Industries Company 4101Control JEROME Center, AVENUE Power • CHATTANOOGA, TN 37407 USA • 423.867.4210 • FAX 423.867.4636 • astecinc.com Center and all new The new system communicates timing and tolerances when switching mixes extremely well. Now we know when the mix is in tolerance; therefore, we waste less asphalt.

electrical switch gear.

— Bailey Watkins Asphalt Plant Manager, Fred Smith Company

’’

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PRODUCTION NOTES

The new plant features three 200-ton storage silos over two truck scales.

redundant hard drive assure complete security of the data and operating system in the event of a failure of the PLC. “The multiple monitors allow for ease of operation with maximum data,” says Stumberg. “The system is also very easy for new operators to learn.”

The Ultralogiks main operating screens display a logical presentation of operating data through the use of segregated screen sections.

The upper section displays items at the point of liquid asphalt injection; the center section offers selectable views of Motors, Maintenance, or Event Log information as well as configuration settings and calibration screens. Detailed user screens for each equipment component are displayed by simply clicking on the equipment image.

THE BOTTOM LINE: CUSTOMER SERVICE While it’s an important aspect, having the latest and greatest equipment is just part of offering excellent customer service. Your mix design, plants and people all need to be consistent and part of the customer service solution, says Stumberg.

“Customer service is of the utmost importance to me and Vulcan Materials,” he says.” Meeting our customers’ demands with a quality product that both of us can highly appreciate is our priority.

“We also consider ourselves to be good stewards in the industry,” he says.

“We care about providing an excellent product that builds good roads and parking lots.”

Their people are what really make Vulcan, says Stumberg, and are the key to customer service success. Vulcan values its employee development and works hard to create safety, training and mentoring programs for its workers.

“Our number one asset is our people,” he concludes. “We put a lot of effort into our programs to ensure that.” AC

For more information on Gencor’s Ultraplant, visit ForConstructionPros. com/12267924.

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PRODUCTION NOTES |

BY CLIFF MANSFIELD

How Indecision Can Cost You MONEY When it comes to solving maintenance problems, trying something is better than doing nothing

I

was going to write this issue's column on burner tuning procedures, but in the last two months, I have repeatedly ran into an issue as I traveled around the country helping people with plant problems. I will outline the steps for proper burner tuning in the near future.

For now, I want to talk about what I consider the most important failures in plant maintenance and repair — indecision.

Last month, I was at a counter-flow plant with a mixing drum in the Southwest and was a little nonplussed to see that they had a tote, a square container moved around with a forklift, parked under the discharge end of the drying drum.

When they started, the plant up there was nearly a steady stream of aggregate spilling out of the drum seals which were nearly destroyed. The tote filled up twice a day under high production.

“How long has that leaked like that?”

I asked.

“Since before I started here last year,” the operator answered.

“Why don’t you fix it?” I asked.

“I put the tote under it so we don’t have to shovel much now,” was his answer.

“That’s your idea of fixing it?” I asked.

“I don’t know how to fix it,” he finally admitted.

“Ok, I’ll look at it and see what you need to do,” I said.

This particular operator’s sentiment is far more common these days than it was back when I was running plants for a living. If we saw something wrong, we addressed the problem.

Even if we didn’t know how to fix it, we tried SOMETHING. We made

34

a decision and moved forward. If that didn’t work we tried something else.

Like one old guy told me a long time ago, “The road is paved with flat squirrels that couldn’t make a decision.”

I thought it was funny back then, but now I can see that this guy was exactly right. Make a decision, act on it and don’t be afraid to be wrong. I am wrong occasionally. Unless you listen to my wife, then occasionally changes to often.

Once I walked out to the drying drum, that drum’s issue was immediately obvious to me. Someone had slotted the bolt holes for the uphill thrust roller which controls the drum’s upper positional limit. This allowed the drum to travel farther up the drum-frame on the trunnions than the factory designed it to.

I could see that only about half of the trunnion’s face was riding on the tire. We all know that this condition will lead to big problems in the future. The drum shell should be well inside the discharge breaching. If not? Well, it’ll leak aggregate and you’ll need to stick a tote under it so you don’t spend all day shoveling.

A quick look at the leaking end of the drum revealed that I could actually see the end of the drum shell. The aggregates were given an open path to the ground. No amount of seals were going to fix this issue.

When they were done running for the day, I took the plant people out and showed them just exactly why they needed a tote under the drum. I explained how moving the uphill thrust roller had allowed the drum to move too far away from the sealing system on the outlet end of the drum.

I explained what the root problem was: poorly adjusted trunnions forcing

Cliff ’s Notes the drum too far up. We trained the trunnions correctly then turned the drum on.

The drum immediately ran downhill.

We then moved the uphill thrust roller back to its factory position. They had a new set of drum seals so we replaced the bottom ones. There was a lot of metal damage but I determined that the damage was not extensive enough that it could not wait for winter maintenance.

I had to wait until the next day to see how the repair worked. We were rewarded with a perfectly sealed drum.

I explained to the plant personnel that there is never a time that you should run an asphalt plant with some kind of juryrigged solution to a maintenance problem.

Make a decision, do SOMETHING, if it doesn’t work then make a mental note not to do that again. Then try something else.

Don’t be indecisive like the flat squirrels on life’s highways. AC Cliff Mansfield operates C.M. Consulting, an asphalt repairing, upgrading and operational training company. He has 40 years of experience in the industry. Visit hotplantconsulting. com for more information.

For more Cliff’s Notes, visit ForConstructionPros. com/12025549.

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Libra Silo Safety System The Libra Silo Safety System features infrared sensors to enable each silo, if and only if, the truck is in the proper position.

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ASPHALT CONTRACTOR JUNE/JULY 2017 www.ForConstructionPros.com/Asphalt

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DOUBLE BARREL XHR The high RAP capability of the Astec Double Barrel ÂŽ XHR is taking the industry by storm. Operating this drum results in real savings that add up.

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Reliably produce mix with up to 70% RAP content to save raw material cost.

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ASPHALT CONTRACTOR JUNE/JULY 2017 www.ForConstructionPros.com/Asphalt

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ADM SPL Asphalt Plants Asphalt Drum Mixers Inc. offers its line of SPL hot-mix asphalt plants as an affordable option for contractors with low production requirements.

• Includes all necessary components for drum-mixing asphalt production yet fits on a single trailer frame • Available in 60-, 100- and 160-tph production rates and come standard with a drying/mixing drum, wet wash, cold feed bin and surge system • Portable or stationary configurations with the option of automated or manual operation

Electric heat from Process Heating Company improves your operation’s efficiency. How?

• Customized components include cold feed bins, hot oil asphalt cement tanks (both horizontal and vertical), direct-fired horizontal cement tanks, portable and stationary bag houses, mineral filler systems, RAP systems, self-erect and stationary silos, weigh and drag conveyors, weigh batchers and fuel oil tanks

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Reduce Operating Costs: Electric heat is always 100% efficient, compared to fossil-fuel-fired heat that operates at only 50-85% efficiency.

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Improve Asphalt Quality: Low-watt density heaters dissipate consistent, controlled heat on the sheath.

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www.ForConstructionPros.com/Asphalt

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PRODUCTION NOTES AESCO/Madsen EcoFoam-II Warm Mix Asphalt Injection System The AESCO/Madsen static inline vortex mixer, known as the EcoFoam II, is a motionless static mixer in which fluids are injected and rapidly mixed by a combination of alternate vortex shedding and shear-induced turbulence, which produces superior fluid mixing.

• Unmixed asphalt flows to the static mixer and is forced through the mixer restriction to form a high-speed flow • Water/additive is injected into the low-speed reversed flow region downstream of the mixer tabs • Water is injected and rapidly mixed with the hot liquid asphalt by a combination of alternate vortex shedding and shear-induced turbulence • Double swirl pattern guarantees injected water will be rapidly mixed downstream of the mixer resulting in a homogeneous “foamed asphalt” mix Search: 12195104

CMI Magnum Series Drum Mixers The CMI Magnum series is designed for both large stationary installations as well as highly mobile paving companies running CMI Super Portable series of asphalt plants.

• Part of the family of counter-flow drum mixers that incorporates the latest in counter-flow technology and is capable of meeting the most stringent air quality regulations, providing improved mix quality and lower cost per ton • Available as portable drums in capacities from 225 to 500 tph and as relocatable and stationary drums in capacities from 225 to 600 tph • Move virgin aggregates and RAP materials counter to the flow of the exhaust gas inside the drum and is dried and heated by the exhaust gas in front of the burner flame • Aggregate then moves behind flame into a mixing chamber that is isolated from the hot gas stream. It is here that the liquid asphalt, additives, fines and RAP materials are added to the mix • Field proven counterflow technology • 30% + RAP with low maintenance costs and a single shell design • Longest mixing zone in the industry produces high quality material • Available in super portable, portable, relocatable and stationary configurations Search: 12320485

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Search: 10074819

ASPHALT CONTRACTOR JUNE/JULY 2017 www.ForConstructionPros.com/Asphalt

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JOBSITE INNOVATIONS |

BY JESSICA STOIKES, ASSOCIATE EDITOR

How Screeds Improve Paving

PERFORMANCE Manufacturers are improving screed components for a better quality asphalt mat hile the paver and rollers are essential to asphalt paving operations, the screed is crucial for both the quality and density of an asphalt road. With this in mind, owners should choose a screed that not only

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matches their paving program but also includes new features that improve the entire lifecycle of the pavement.

“Improvements in both pavers and screeds have led to increases in quality in the Superpave era of performance-graded asphalt pavements, and screeds with pre-compaction are part of it,” Laikram "Nars" Narsingh, manager, commercial support and development with Vögele says. “The quality of today’s asphalt surface is much smoother, with an overall

improvement in surface texture consistency and joint quality. Also, the deterioration of the surface now takes much longer, due to improved paving processes such as reduced mass and temperature segregation and higher joint density.”

THE SCREED & PRE-COMPACTION Upgrades in screed technology help crews achieve the highest pre-compaction right behind the paver where it

ASPHALT CONTRACTOR JUNE/JULY 2017 www.ForConstructionPros.com/Asphalt

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Miles Ahead of the Competition WHILE OTHERS ARE STILL GETTING STARTED, EVOTHERM® HAS CROSSED THE FINISH LINE

Whether you add Evotherm at the plant or get it from an asphalt supplier, no other warm mix is easier to start using. Over the past 12 years, customers have used our technology to pave around the world more than 10 times. That’s tried and true expertise on thousands of projects in all 50 states and over 25 countries. It’s never too late to join the race with the first WMA developed in the USA. Choose Evotherm and we’ll put you miles ahead of the competition. Contact evotherm@ingevity.com today.

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JOBSITE INNOVATIONS matters most – when temperatures are at their highest.

Pre-compaction can be defined as the density achieved only by the screed, prior to rolling. The initial turnover and seating of the aggregate in the mix by the screed structurally places the material and provides initial smoothness. During this process, air is driven out of the mix to initiate the process of achieving density.

“As material flows under the screed, air is squeezed out of the mixture as density changes to what we call ‘off the screed density’,” says John Mooney, paver product manager at Volvo Construction Equipment. “The weight of the screed and vibratory excitement of the material will produce roughly 85% or better

Screed Selection At-A-Glance When looking at a screed, there are several elements that contractors can choose to help create a smooth mat right out of the gate. According to Tom Travers, sales and marketing manager with Carlson Paving, a screed must: • Maintain a uniform head of material and deliver continuous material flow to eliminate cold mix from building up in dead areas

material density right off the screed. The rollers will then provide another 5% to 12% reduction in air voids.”

It’s important to maximize precompaction with the paver and screed to achieve greater density in the finished mat – which results in a longerlasting pavement. Maximizing pre-compaction also reduces the number of required rolling passes needed, which leads to reduced wear and tear on the rollers, lower operating costs and increased production throughout the job.

“In general, more than one adjustment is typically needed to increase pre-compaction,” says Jon Anderson, global sales consultant at Caterpillar Inc. “It is usually a combination of settings and/or configurations. Increasing screed weight, increasing amplitude (stroke) of the tamper bar, or decreasing paving speed are all inputs; however these need to be adjusted per the job parameters, always making sure to keep mat quality acceptable.”

• Offer ease of extension and retraction without lift and fall of the grade you’re trying to maintain • Provide the footprint and weight to restrict settling when stopped or changing speeds Also pay attention to the track record, life-cycle costs, manufacturer training and support, and ease of adjustments to the screed to ensure you make the choice that will work best for your applications and crews, Travers says.

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Pre-compaction can be defined as the density achieved by the screed, prior to rolling.

PAVING SPEED PreMATTERS compaction Generally there are three results in a compaction components longer lasting available on screeds: pavement.

1. Vibratory-only Screed 2. Vibratory and Tamper Bar (single & dual) Screed 3. Vibratory, Tamper and Pressure Bar Screed “The selection of the type of pre-compaction element varies based on material being laid down, thickness, quality/density specification requirements and type of job being done such as mainline paving, airports, container terminals, etc.,” says Vijayakumar Palanisamy, product marketing manager for Dynapac.

In the United States, many contractors use vibratory-only screeds for their paving needs as they are equipped to pave at higher speeds and in the lift thickness required by most DOTs. “The vibratory-only screed operates at zero to 3,000 vibrations per minute,” says Tom Travers, sales and marketing manager with Carlson Paving. “On the slow side, you can pave 35 fpm and up to 60 fpm with a vibratory only screed.”

Vibratory-only screeds have an eccentric shaft acting on screed plates at right angles to the direction of paving causing the "V" screed to vibrate. The heavier the eccentric weight, the more effective the vibration system will be.

The compactive force of the vibratory-only screed is generated by offset weights as they spin around the central

ASPHALT CONTRACTOR JUNE/JULY 2017 www.ForConstructionPros.com/Asphalt

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Where’s the Extension?

JOBSITE INNOVATIONS shaft and are applied to the hot mix as it passes under the screed.

Some screeds also have tamper bars that strike off the hot mix as it passes under the screed to provide more initial density. However, adding a tamper requires the paving speed to drastically slow down so that the tamper bar has enough time to tuck the material under the screed.

The addition of a pressure bar gives additional weight on top of the screed plate providing further pre-compaction, but will also impact paving speed and cannot be used on thinner lifts.

Both front- and rear-extending screeds will deliver a smooth and well-profiled mat.

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“A pressure bar compacts the mat after the screed trailing edge,” Anderson says. “It helps add some additional compaction before the asphalt compactor. Dual tamper bar screeds will also help increase pre-compaction over single tamper bar screed, however increasing screed weight in conjunction with the second tamper bar is key to increasing overall compaction.” (See Heavy Hitters sidebar, page 50.)

“The dynamic effort is determined by the use of any one pre-compaction element [vibration, tampers and pressure bars],” Palanisamy says. “Manufacturers pay close attention to the balance of the paver and screed weight to ensure proper paving results. When the screed weight cannot be increased any further, technologies like the tamper and pressure bars help to further increase the pre-compaction effort. The analogy is similar to having static roller versus vibratory roller.”

While pre-compaction is important, asphalt contractors should always remember that smoothness, texture, mat profile and minimizing aggregate segregation are all critical in creating a high quality and long-lasting asphalt mat. Other screed elements can help in achieving those.

While fixed screeds were highly prevalent 20 years ago, front- and rear-mounted extendable screeds have become the choice of today’s contractors. Their hydraulic extensions offer greater versatility compared to bolt-on extensions required to adjust width on fixed models.

“Generally front-extending screeds have the mix in front of the main screed and in front of the extension.” John Mooney with Volvo says. “This makes it easier for the paver to manage material from start to finish of each pass.”

Generally, with front-extending screeds, less unprocessed material has to be hand worked after each pass by the ground crew. This also insures that the surface or mat left behind has the best chance of being put down by the screed.

Traditionally, rear-mounted screeds have been preferred when wide width paving is needed. The traditional heavier design allows the build out to 26 feet and offers the ability to manage more material on the outermost end of the extensions.

“Both front- and rear-extending screeds will deliver a smooth and well-profiled mat. Paving crews have individual preferences as each screed requires a very skilled operator,” says Mooney. “I will argue that a front- extending screed is easier to control when unloading and provides less work for the ground crew during jobs that require many stops and starts, changes in widths and while paving around obstacles.

Rear-mounted extensions give that extra width advantage but require more work to clean up in smaller jobs. On a larger pull where it may be only a couple of starts, stops make little difference.”

Rear-extending screeds require the operator to reduce the head of material to prevent trapping mix in the extension area when reducing paving width and retracting the extension. Conversely, the head of material must be increased in front of the main screed when extending the screed for wider paving.

ASPHALT CONTRACTOR JUNE/JULY 2017 www.ForConstructionPros.com/Asphalt

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IT’S TIME WE CLEARED

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JOBSITE INNOVATIONS

in the long run, lowering the cost per operating hour of the screed platform.”

Photo Left: Today’s integrated heating elements means longer lifecycles and more even heating.

Photo Right: Controlling the head of matrial is the most important factor when laying a smooth mat.

ACHIEVING THE SMOOTH RIDE Though the principle of the free-floating screed has remained unchanged since inception, screed mat quality has improved for a number of reasons:

Electric Heat: At the start of a paving shift, the screed is much colder than the mix being laid. To keep the asphalt from sticking to the screed, it must be heated.

“Prior to its introduction, nearly all screeds in North America utilized fossil

fuel burners to heat the screed plates,” Travers says. “The usage of fossil fuel heat, while cheap and readily available, had serious draw backs including uneven heat that lead to warping of screed plates, smoke and fumes, and constant maintenance. By the mid-1990s electric heat began to be introduced, utilizing electric heating elements in direct contact with the upper surface of the screed plate.”

The heating elements are placed above the screed plate to help heat the screed uniformly without hot spots.

“The benefit to new heating elements integrated in screeds today means longer lifecycle and more even heating,” Travers says. “New elements reduce maintenance

Head of Material Control: Head of material is the depth of material being evenly spread in front of the screed by the auger. According to the Asphalt Institute, controlling it is the most important factor in laying a smooth mat.

“The road building industry recognizes that the leading cause of future road surface failures can be directed back to poor head of material control,” Mooney explains. “In best practices, industry professionals all teach that the amount of material in front of the screed and extension must remain constant to deliver the best long-lasting mat.”

Material deflector plates and strategically positioned auger flights allow for better material consistency in front of the screed. Non-contact auger sensors and potentiometers (instead of flow gates) controlling material delivery to the augers -- coupled with digital display of the material height – give operators more control.

Heavy Hitters As John Anderson with Caterpillar says, increasing the weight along with adding new elements to the screed is important to increasing overall mat compaction. While the North American market generally uses a vibratory-only screed to pave fast and thin, the use of these heavier compaction and high-compaction screeds is increasing. These screeds are generally used for thicker mats at a slower paving rate.

“This technology is making a comeback in North America mainly because of globalization of the paving industry,” Narsingh with Vögele says.

Heavier and more rigid-compaction and high-compaction screeds allow contractors to pave wider to eliminate joints and increase in-place density to improve smoothness and surface texture.

“Vibratory screeds generally achieve 75% to 85% density behind the screed, whereas compaction screeds will achieve approximately 85% to 92% and high-compaction screeds could get as high as 96%,” Narsingh explains.

“High compaction also can reduce the number of lifts, where applicable, to reduce cost and construction time.”

A rigid screed maintains screed adjustment to ensure consistent in-place density across the width of the mat. But compacting screeds can provide higher in-place density, adds Narsingh, thereby reducing roll down and improving smoothness.

“Smoothness and density relative-to-screed are functions of screed weight, rigidity and its ability to increase in-place density,” Narsingh says. “A heavier screed will also perform better with stiffer mixes that are becoming more popular.”

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ASPHALT CONTRACTOR JUNE/JULY 2017 www.ForConstructionPros.com/Asphalt

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ProSizer Series

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ProSizer® 3100 This unit is the ideal mobile solution for milled RAP processing. The compact 31x36 horizontal shaft impactor and double deck high frequency screen make this unit the best investment for asphalt producers. The new swing-out return conveyor allows producers to run closed-circuit or stockpile a third finished product.

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JOBSITE INNOVATIONS Paving Speed: Nonstop paving at a uniform forward speed results in the highest quality and smoothest pavements and should be the goal of every paving crew.

“Quick starts and stops will take the screed out of balance causing it to rise and fall,” Narsingh says. “If you increase the forward speed, the screed will drop, and if you slow down, a pile of material will appear in front of the screed and will pile up, causing the screed to climb.”

This can be eliminated by a hydraulic system that automatically holds the screed in the paving height when the paver stops to wait for asphalt delivery.

“This hydraulic lock keeps the screed from sinking in the mix due to its weight,” Mooney says. “Then when paving speed is returned, the lock or

hold position must release over a short distance to prevent mat marking. This feature is very important on all pavers that expect to achieve IRI requirements for smoothness.”

CREW COMFORT & MAINTENANCE While screeds have evolved over the past couple of decades, most of the new developments in screed design have been geared toward

the service side.

Hydraulic These include systems that hold design changes the screed in place that reduce the during asphalt hours needed deliveries help for preventive crews achieve IRI maintenance for requirements for the platforms, smoothness. thereby lowering the cost per operating hour.

“Ease of operation has dramatically improved with recent technology,” Narsingh says. “This reduces operator tiredness, allowing him or her to perform more efficiently during long work days typical of the paving industry.”

“The screed is also a major source of noise, Palanisamy adds. “Having properly sound insulated screeds is of high importance to the operators and the environment. Furthermore, a low screed design helps the operators to have a good view on the amount of material in front of the screed and helps ensuring a good paving results.” AC

For more on acheiving a smooth pavement, visit ForConstructionPros. com/11300682.

Some recent screed developments have focused on reducing the hours needed for preventive maintenance on the platforms.

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ASPHALT CONTRACTOR JUNE/JULY 2017 www.ForConstructionPros.com/Asphalt

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Search: 10073849

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JOBSITE INNOVATIONS |

BY LISA CLEAVER, EDITOR

Halifax Paving Reconstructs Road After

HURRICANE DAMAGE

Time is of the essence after Matthew destroyed a stretch of A1A in Flagler County, FL, last fall

t was hard to miss the scare that hit the southeastern and northeastern U.S. coast in the form of Hurricane Matthew during the fall of 2016.

This tropical cyclone became the first Category 5 Atlantic hurricane since Felix in 2007.

When large portions of state road A1A in Flagler County were destroyed, Halifax Paving, a heavy highway contractor and hot mix asphalt producer headquartered in Ormond, FL, was tasked with rebuilding the 1.3-mile stretch from Ninth Street North to 22nd Street North.

Time was of the essence, explains Fred Iannoti, purchasing manager at Halifax Paving in Daytona Beach, FL. “Governor Scott wanted A1A opened in 15 days,” he says. “Normally, it takes between 45 to 60 days just to get work started. But in this case, bids were submitted on a Friday, evaluated on Saturday, and awarded on Sunday.

Halifax started work Monday and the road was reopened just 29 days later.”

I

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SCOPE OF THE PROJECT Although there was severe damage to the road, the state dodged a bullet with minimal structural damage, says Iannoti. Halifax Paving, which also specializes in heavy earthwork and site grading, was asked to reconstruct the eroded roadway embankment between S19th St. and S12th St., as well as repair the existing southbound travel lane where the embankment had washed out past the centerline of A1A between S21st St. and S9th St. The northbound pavement was to include a 12-foot travel lane and shoulder and extend an additional three feet to the east for placement of a temporary barrier.

Halifax was also expected to construct 6,900 feet of new pavement immediately adjacent to the west of the existing southbound travel lane.

In addition to all of that, the company had to also install a 6,900-foot-long temporary concrete barrier and 1,000 feet of asphalt curb; remove and construct 400 feet of concrete sidewalk; replace/repair missing or damaged street light fixture shields; temporarily relocate 52 mailboxes; and reset, relocate or replace all signage and install new pavement markings.

The bid was awarded at $3,955,550.

“We also received a bonus of $990,990 for opening A1A in 14 days after starting construction,” says Iannoti.

There was one lane of access to the entire site, which had to accommodate 40 to 60 dump trucks and transports importing sand, rock, and barrier wall, 25 pieces of heavy equipment, and 35 employees.

www.ForConstructionPros.com/Asphalt

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Night work was not permitted on this project due to it being sea turtle nesting season. Florida DOT also had a qualified biologist onsite each day to ensure sea turtle safety.

WARM MIX ADDITIVE In total, 3,800 tons were laid on this project. An asphalt base, structural asphalt and friction course were laid using an 8-foot Vögele paver and Hamm 90 rollers.

The asphalt – a SP 12.5 provided by Halifax Paving was used on all lifts, including the top lift of asphalt.

Halifax Paving used a warm mix additive from Evotherm on the A1A project.

“Our jobs before Evotherm were challenging,” reports Iannoti. “The mixes were gooey, difficult to compact and we were struggling with other mix issues as well. We needed reliability, mix consistency, workability, a compaction aid and a liquid anti strip.”

Halifax began incorporating Evotherm into various projects in 2014 after considering how it could help them address their mix challenges while also meet FDOT’s specifications.

“Evotherm was it,” shares Iannoti.

“Mixtures became more workable

and achieved more consistent density.

When time was of the essence on A1A, Evotherm allowed us to quickly work the mix and achieve consistent density quicker than conventional paving.”

SMALL WORK SPACE & SEA TURTLES Besides the tight timeframe, the biggest challenge, says Iannoti, was the extremely limited work space.

“There was one lane of access to the entire site,” he says. “Forty to 60 dump trucks and transports importing sand, rock, and barrier wall, 25 pieces of heavy equipment and 35 employees working in one lane was tough.”

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JOBSITE INNOVATIONS Iannoti says the large crew of 35 people working onsite was necessary to complete the project in the small window of time they had.

“Everybody worked together as one big crew,” he says. “One paving crew was there for the asphalt. Every employee had to work together to achieve the maximum production.

The asphalt – a SP 12.5 provided by Halifax Paving - was used on all lifts, including the top lift of asphalt.

“We had to have three employees doing nothing but navigating trucks and equipment throughout the project,” Iannoti continues. “Once the sand was in place, we were able to work from the top of the dunes and not have to deal with the tide issue.”

Night work was not permitted on this project due to it being sea turtle nesting season. Florida DOT also had a qualified biologist onsite each day to ensure sea turtle safety.

“Before beginning work every morning at sunrise, an environmentalist had to walk the whole job to see if any turtles came on the beach at night,” says Iannoti. “If there were any turtles, they had to be removed from the site before work could begin. In total, three turtles were found during the project.”

While it was a very challenging project, Iannoti says Halifax Paving was eager to step up to the plate.

“We were happy to be part of the

Halifax Paving, which also specializes in heavy earthwork and site grading, was asked to reconstruct the eroded roadway embankment.

solution,” says Iannoti. “It was a very stressful job, but our company was great working together as a team to complete the project ahead of schedule with no issues or injuries.” AC

For more on Evotherm, visit ForConstructionPros. com/10862025.

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FOR TOO LONG, WE’VE RELIED ON TEMPORARY FIXES FOR OUR HIGHWAY INFRASTRUCTURE. ALTHOUGH WE’VE PASSED THE HIGHWAY BILL, IT’S STILL A LONG JOURNEY UNTIL WE REACH A PERMANENT SOLUTION. VISIT DONTLETAMERICADEADEND.US TO SEND A LETTER TO YOUR FEDERALLY ELECTED OFFICIALS EVERY WEEK TELLING THEM TO PASS AN INFRASTRUCTURE BILL THAT INCREASES LONG TERM FUNDING FOR ROADS AND BRIDGES. IT TAKES LESS THAN A MINUTE.

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JOBSITE INNOVATIONS Roadtec RP-170e Paver

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

Dynapac FC1600C Highway Class Paver The FC1600C is a highway class paver in a commercial class package.

• Extreme grade poly pad tracks, rebuildable wear-resistant conveyor floor plates and segmented highwear augers.

• 99-hp Cummins diesel engine offers required power to push fully loaded trucks Search: 12314994

The 174-hp RP-170e rubber-tire 8-ft. highway class paver features a 6-ft.

4-in. wheelbase designed to offer greater maneuverability without sacrificing traction or pushing power.

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

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

Wacker-Neuson Expanded RD Series Ride-On Rollers

Vögele MT 3000-2i MTV The MT 3000-2i material transfer vehicle from Vögele offers optimal performance in a new-design MTV for asphalt paving.

• Weighs 56,000 lbs. and has an 18-ton storage capacity, making it heavy enough to get the job done but portable enough to haul with minimal hassles • Low profile gives it a low center of gravity, and it can move 1,300 tph.

• Active remixing is achieved by two 16-in.-diameter conical augers in the receiving hopper • The auto feed function automatically slows or shuts down feeding when the hopper insert is filled • Both the primary and secondary conveyor belts are 43 in. wide, and are heated to keep material from sticking, and eliminate “warm-up” loads • Power is provided by a 215-hp Deutz water-cooled, Tier 4i-compliant engine.

The expanded RD series of ride-on rollers includes 15 tandem and combination models with operating weights ranging from 1.8 to 4.5 tons.

Designed to increase productivity while offering operator comfort and convenience, these rollers feature maneuverability, safety, optional configurations and Tier 4 Final engines.

• Includes 10 tandem (doubledrum) rollers with vibration drums or oscillation drums and five combination rollers for applications on uneven ground conditions and on steeper grades • Drum widths range from 31.5 to 54.4 in.

• Three-point articulated pendulum joint for uniform weight distribution on the front and rear drums and improved maneuverability and stability when turning • Tapered design provides optimal view of the drum edges and the area being compacted Search: 12302993

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Case DV209D & DV210D Double-Drum Asphalt Rollers Case's Tier 4 Final double drum vibratory asphalt rollers (DV209D and DV210D) deliver 100% tractive effort due to a balanced drum design and a variety of standard features.

• 100-hp Deutz engine with EGR, DOC and SCR after-treatment technologies • Updated cooling system and automatic idle control reduce fuel consumption by up to 15% compared to previous models • Automatic vibration control • Crab steering hydraulically offsets rear drum up to 6.7 in.

• Oscillating articulated roller joint oscillates +/- 6° • Pressurized triple-filtration water system • Standard high centrifugal forces and dual amplitudes • Fully adjustable and intuitive operator environment with steering wheel instrument cluster and digital display • Available high-frequency option for frequencies up to 4,020 vpm • Combination option available for both models featuring a vibratory front roller and rear pneumatic tires • Optional compaction meter monitors material densities in real time • GPS mapping available • Operating weights: 21,080 lb. (DV209D) and 22,930 lb. (DV201D) Search: 12310834

Ammann Compaction Line Ammann’s compaction line includes single drum, tandem and pneumatic rollers.

• Ammann Compaction Expert systems ACEforce and ACEpro help eliminate unnecessary passes and the costs that go with them • ACE systems deliver quality control by identifying uncompacted spots • ACEpro can even react and automatically adjust the vibration parameters • All measured values can be displayed and evaluated including loadbearing capacity of material, number of passes and frequency/amplitude values Search: 12305979

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JOBSITE INNOVATIONS Topcon 3D-MC Asphalt

Caterpillar 1055F Asphalt Paver The Caterpillar AP1055F is a highproduction, rubber track paver that excels on airports runways, interstates, highways and other large jobsites.

• 25-ft. maximum paving width • 225-hp Tier 4 F engine with Eco-mode and automatic engine speed control • 70 kW integrated generator • Dual operator stations • Mobil-Trac undercarriage • SE60-Series or XW-Series screeds • Cat Grade Control

Topcon's 3D-MC Asphalt is designed to control any paver from digital site plans.

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VT LeeBoy 8520 Asphalt Paver The 8520 Asphalt Paver has continuous rubber tracks and a 9-ton hopper capacity.

• 106-hp Kubota Tier 4 Final engine • Enhanced hydraulic system optimizes system performance • Paving width: 8-ft.to 15-ft.

• Legend 815 heavy-duty electric screed • Under auger material cut-off gates Search: 12313458

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BY LISA CLEAVER, EDITOR |

PRESERVATION UPDATE

Garrity Preserves Pavement Along the

GOLD COAST The Town of Fairfield, CT, decided to take a chance on the hot in-place recycling process and Garrity’s new recycling division stepped up to the plate

W

ith a population of almost 60,000, Fairfield is located along the Gold Coast of Connecticut’s panhandle and rests in one of the wealthiest regions of the state.

Garrity Pavement Services was tasked last fall with a 20,000-square-yard heater scarification project for the town.

While the Garrity family has been serving the asphalt industry since 1966, last season was the first for Garrity’s new hot in-place division. Headquartered in Bloomfield, CT, Garrity Pavement Services currently has one crew and recycling train but anticipates adding a second crew and train mid-season 2017.

CHALLENGES BEFORE BEGINNING With the hot in-place division being a start-up and the project so late in the season, it had to overcome some major obstacles, says John Danello, vice president of operations and business development for Garrity. The first challenge was properly working equipment.

“There are no large suppliers of heater scarification machinery in the U.S.,” explains Danello. “Most of our machinery is custom produced by us or very small manufacturers. With the smaller suppliers, you’re on their timetable and held to their time constraints.

“Then, right out of the gate, there were some catastrophic hydraulic failures

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PRESERVATION UPDATE on the equipment which we had to repair before beginning the project,” he says.

Because of the late start, the second challenge Garrity had was to find and train another crew in order to get the job

The two streets that Garrity was tasked with recycling for Fairfield had substantial cracking, delaminations, pot holes and an uneven driving surface.

done in a timely fashion. The startup looked to Asphalt Repair Solutions Inc. out of Newtown, CT, for a helping hand.

“We have a business relationship that allows our two companies to share resources on an as-needed basis,” says Danello. “They were chosen for their attention to detail and paving expertise.”

In addition to equipment being delivered late and some of it needing major repairs, the final challenge Garrity Pavement Services faced as a startup was finding a public works director willing to step outside the box. This was only the second time Fairfield had used the Hot in Place Recycling (HIPR) process.

Scott Bartlett, superintendent with the Department of Public Works in Fairfield, had seen the process done, but wasn’t completely sold.

“Fairfield tried HIPR about 20 years ago,” says Bartlett. “We liked the

concept, but didn’t have the best results.

We felt the new technology deserved another try.”

Danello adds, “When Scott and I spoke about the quality control aspect that Garrity Pavement Services brought to the table, as well as educating him on all of the benefits of HIPR, he was willing to put a bid out and we were awarded our first job in Connecticut.

“Scott recognized the value of reusing his existing materials and understood that even though we are just reworking the top inch to inch and a half, the thermal values go deeper into the road, mending the existing cracks back together inches below the top recycled surface.”

FAIRFIELD STREETS The two streets that Garrity was tasked with recycling for Fairfield had substantial cracking, delaminations, pot holes and an uneven driving surface. And they were also present in a high-profile neighborhood.

“These neighborhoods had a lot of ornamentals and trees that could not be damaged,” Danello says. “The streets were also short but very wide, and required three passes.”

The asphalt being recycled on these streets also contained chip seal and special care had to be given to not overheat the surface of the roadway.

“The chip seal will get recycled back into the existing materials during the HIPR process,” says Danello. “It’s very hard to recycle chip seals. If they’re not heated correctly, they will tend to ignite and cause damage to the machinery.

“You must adjust your oven temperature and travel speed to find the correct combination of the two to successfully recycle chip seals,” he says.

“Most hot in-place contractors walk away from recycling chip seals.”

HIPR TRAIN The HIPR train in this recycling project included one pre-heater, one recycler and a roller. There was also an onsite service The two streets preserved with the HIPR process were short but very wide and required three passes.

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Garrity Pavement Services History

truck for oil and water supply. Additionally, Garrity always has a heavily outfitted mechanic’s truck just in case there is an equipment failure.

The short, wide nature of the streets posed a challenge for the HIPR train, and a high level of coordination was needed to keep the operation moving.

“When the pre-heater operator got to the end of the first pass, he would wait for the recycler to get to the end, and as the recycler was getting into position, the pre-heater went into operation just ahead of the recycler,” Danello says.

“This allowed us to keep traffic flowing without hindering the daily production goals,” he continues.

“Because the wide streets required three passes, we had to straddle the crown of the road while maintaining the original profile of the road.”

Danello says the company’s customized screed design allowed them to “add crown” to the screed and pull a center

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pass while maintaining the existing road profile and alignment.

SUCCESSFUL COMPLETION Overall the project was a success despite its initial challenges. The HIPR process reduced truck traffic, offered a lower carbon foot print than other options, and eliminated existing cracks in the road. There was no damage done to the ornamentals or trees. Patches and repairs blended into the existing surface making the completed surface monolithic.

The Town of Fairfield realized a substantial cost savings and is planning to do more HIPR to its roads in 2017.

“The biggest benefit Fairfield saw was the recycling and reusing the material in place,” says Bartlett. “We also improved the ride by adding thickness back to the road and sealing cracks beneath the treated surface.”

Despite the challenging road selection, Bartlett says he was satisfied with

Most of Garrity's machinery is custom produced by them or small manufacturers.

During 1987, Bourgeois & Shaw Inc., a site development company and a Garrity Family Corporation, purchased its first reclaimer with the intention of expanding and diversifying into a new business arena — pavement reclamation. Bourgeois & Shaw Inc. operated this new venture as Bourgeois & Shaw Inc. dba Garrity Asphalt Reclaiming.

By 1991, this newly developing business had expanded throughout the Northeast, gaining a significant market share in the pavement reclamation business. During the 1992 season, Garrity Asphalt Reclaiming purchased its first cold planer seeing an opportunity to expand into another market: pavement milling.

Now in its 30th year, Garrity Asphalt Reclaiming Inc. has approximately 60 employees and uses a wide array of equipment to support its pavement reclamation, cold planing, fine grading & rolling, calcium chloride and snow plowing operations. It is the largest company of its type serving the New England and New York markets.

After five years of research and development, in 2016 the Garrity family formed Garrity Pavement Services LLC, a hot inplace asphalt recycling company which operates in the New England and New York Market markets.

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PRESERVATION UPDATE An example of how existing cracks were filled and interrupted during the HIPR process in Fairfield.

the project. In hindsight, he says, he would probably not use it on a heavy chip-sealed road again however.

“With the chip seal, the emulsion seemed to reflect the heat and wouldn’t allow uniformed penetration,” he says.

“I would use this process on an asphalt road and even try it on a microsealed road to see results.”

Bartlett says he is a strong believer in pavement preservation and that the HIPR process definitely has a place in Fairfield's tool box for future use.

“I feel in order to maintain any agency infrastructure, you must keep a variety of tools available to keep your network in good shape,” he says. “This is another tool if the proper road is selected.”

Despite the initial bumps, Danello is also pleased with how the project turned out and feels Garrity Pavement Services

will enhance the preservation experience on the East Coast.

“There are now two contractors performing HIPR in New England, which gives the municipalities of New England two options on their projects,” says Danello. “I’m very proud of how the Garrity Companies came together as a whole to overcome all these challenges and produce a quality project.” AC

These high-profile neighborhoods had a lot of ornamentals and trees that could not be damaged.

For more information on preservation techniques, visit ForConstructionPros. com/12242156.

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BY JESSICA STOIKES, ASSOCIATE EDITOR

| PRESERVATION UPDATE

Crack Sealing as a Pretreatment Improves Preservation Results NCAT study shows that crack sealing as a pre-treatment before a preservation application can prevent cracking

G

enerally, preservation treatments and pavement overlays are used to restore surface course characteristics such as smoothness, friction and aesthetics, or to add structural support to an existing pavement.

However, any preservation treatment needs to be placed on a structurally sound base. If an existing pavement is cracked or provides inadequate structural support, these defects will often reflect through even the best-constructed overlay and cause premature pavement failure in the form of cracks and deformations.

To maximize the useful life of a pavement, failed sections of the existing pavements should be patched or replaced and existing pavement cracks should be filled.

Cracks are going to happen in asphalt pavement, and when they do, it's your job to stop them from deteriorating the surface and creating potholes. Before proceeding with any type of surface treatment, consider these points about crack sealing as a preservation pretreatment.

What is it: Crack sealing is the placement of specialized treatment materials (crack sealant) above or into cracks to prevent the intrusion of water and incompressible materials.

Why crack sealing is needed: Cracking is a common and unavoidable type of damage found in asphalt pavement. The Asphalt Institute indicates that crack sealing is the single most important pavement maintenance activity. Sealing cracks promptly helps to prevent water

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penetration which can accelerate the deterioration of the pavement and result in potholes and base failures.

Where to do it: Crack sealing maintains a tightly sealed crack only as long as the pavement remains stationary and the pavement is structurally sound.

In climates with extreme temperatures, where expansion and contraction of the pavement occurs often, resealing may be necessary every year.

Sealing and filling should be done only on dry surfaces and when the temperature is above 40° F. (Cooler temperatures cause the pavement to contract, opening the crack and making it easier to fill properly.)

Traffic can be allowed on sealed cracks immediately if a detackifying agent is used, otherwise traffic should not be allowed on the sealed cracks until sealant has cured.

Why/when you should not crack seal: According to the Asphalt

Cracks are going to happen in asphalt.

Before proceeding with any type of surface treatment, consider crack sealing as a preservation pretreatment.

Institute, sealing and filling cracks should not be done on a pavement that has significant structural problems as crack sealing or filling does not provide any structural improvement to the pavement. If the pavement has base failures, severe rutting or fatigue (alligator) cracking, crack sealing/filling is not an appropriate preservation option.

Preservation prognosis: Crack sealing can extend the life of the pavement 2 to 5 years; can provide a 10-point sustained increase in Pavement Condition Index (PCI) for 7 years versus an untreated crack; can reduce potholes and secondary cracking; and can maintain pavement smoothness over a 5-year period versus a pavement without crack sealing.

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PRESERVATION UPDATE

Section L7 received a crack seal pretreatment and then the chip seal application. In this section, the pavement showed 100% less cracking in year one and 100% less cracking still at year two compared to the control — just by adding crack sealing prior to the chip seal application.

IMPROVING RESULTS Treating cracks prior to any surface treatment is vital to assuring the desired performance of the surface treatment as it enhances the treatment and further extends the pavement life.

Recently, the National Center for Asphalt Technology (NCAT) in Auburn, AL, completed a study regarding the effects crack sealing has on the success of a preservation treatment.

The comprehensive three-year study from 2012-2015 evaluated 25 different treatments. There were a variety of results, but in regards to crack sealing as a pretreatment, the study found that: • Crack sealing reduced development of interconnected cracking and reduced subgrade moisture levels • Crack sealing as pre-treatment improved surface treatment results for chip seals and micro surfacing The study used 25 different sections along with a control section to study each different treatment.

The control in this study is defined as normal cracking as if NO treatment was applied. NCAT compared the results of the preservation treatments versus the control.

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CRACK SEALING & CHIP SEALS Section L6 received only a chip seal treatment. Compared to the control, the pavement had 100% less cracking at year one, but at year two the treatment had 25% more cracking than the control group without any treatment.

The next section, L7, received a crack seal pretreatment and then the chip seal application. In this section, the pavement showed 100% less cracking in year one and 100% less cracking still at year two compared to the control – just by adding crack sealing prior to the chip seal application.

By completing crack sealing as a pretreatment prior to a chip seal, the pavement went from 25% more cracking with a chip seal alone at year two to 100% less cracking with a chip seal over crack seal pretreatment, showing that a small investment yields a large return.

CRACK SEALING & MICRO SURFACING The study then focused on micro surfacing as a preservation treatment option. Section L11 received a micro surfacing treatment with no crack sealing pretreatment. At year one there was 50% less cracking than the control section. At year two there was 15% less cracking than the control.

Section L12 comparatively received crack sealing as a pretreatment before the micro surfacing course. At year one there was 90% less cracking – a 40% improvement over the L11 section – and at year two there was 60% less cracking – a 45% improvement -- compared to the control.

NCAT and other municipalities are continuing to study crack sealing as an inexpensive way to extend the life of the pavement.

Crack sealing has demonstrated to be the lowest cost preservation treatment with the highest benefit to cost ratio and is one of the the best investments to protect pavement.

Crack sealing has been shown to extend pavement life more than five years while improving sealant service life, pavement service life, PCI and pavement smoothness (IRI) AC

For more information on how pavements benefit from crack sealing, visit ForConstructionPros. com/12050627.

Section L12 comparatively received crack sealing as a pretreatment before the micro surface course. At year one, there was 90% less cracking and at year two, there was 60% less cracking compared to the control.

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PRESERVATION PRODUCTS Wirtgen W 210i and W 200i

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

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

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

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

SIGNS OF MIS-ALIGNMENT

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

RESURFACING

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

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

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

TIRE & TRUNNION RESURFACING — TRUNNION ALIGNMENT — PREVENTIVE MAINTENANCE

www.evansanddaniels.com — 570-779-1982 www.ForConstructionPros.com/Asphalt

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CLASSIFIEDS RAP-13836 9’x38’ Dryer & 62,000 CFM Baghouse

• 9’x 38’ Custom Dryer • Elevated Frame Structure • Saddle Chain Drive • Genco Jet Burner • 62,000 CFM Gentec Baghouse RAP-14645 H&B 10,000 LB. BATCH PLANT

• • • • •

H&B 10K Complete Tower & Elevator Cedarapids 10028 Dryer (No Burner) 10x13 GenTec Rap System HyWay 2.0 mbtu Hot Oil Heater 100 Ton Barber Greene Silo System

RAP-15072 GENCOR SPLIT-LEVEL CONTROL HOUSE

• • • •

2000 amp square D MCC DC Cold Feed Drive Panel Complete Plant Controls Solid Control House

70

• Size 49 Exhaust Fan • 10x13 KO Box • Dryer Set Up To Feed A Rotary Mixer • Equipment Can Be Sold Separately – Call For Details RAP-14941 CMI ROTO-AIRE BAGHOUSE

RAP-14071 ESSTEE 7’X18’ ROTARY MIXER

• 88,000 CFM • 250hp Exhaust Fan

• Saddle Chain Driven • Fugitive Exhaust Fan

• Includes Ductwork • Dust Return System

RAP-15066 (3) 200 TON ESSTEE SILO SYSTEM

• (3) 200 Ton Silos • Model year 1993 • 48’ Deck Height

• Cone Liners Installed • 80’ Drag Slat w/ Chrome Floo

• Bottom Discharge • 6 Degree Pitch

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

• Gencor Hammermill Crusher • 75hp Motor On Crusher

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

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

• Gravity Feed Inlet • Trunnion Drive • Hauck SJ750 Burner

RAP-15055 - CEI 2.0MBTU HOT OIL HEATER

• CEI 2000G - 2.0 mbtu • Currently Being • 1993 Model Refurbished • Powerflame Burner – Set for Nat. Gas

ASPHALT CONTRACTOR JUNE/JULY 2017 www.ForConstructionPros.com/Asphalt

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CLASSIFIEDS KEEP YOUR AGGREGATE MATERIAL COVERED WITH A

CLEARSPAN FABRIC STRUCTURE F or

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

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

GET INDUSTRY-SPECIFIC INFORMATION AT CLEARSPAN.COM

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

F inanCing a vailable - Speak to your Truss Arch Specialist today.

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

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

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

Gencor 400 UltraDrum - Counterflow Asphalt Plant

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

Tough • Dependable • American Made

Astec 400 TPH Counterflow Asphalt Plant

www.ForConstructionPros.com/Asphalt

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Contact us today: 931-388-0626 • Columbia, TN See more Pugmills: www.PugmillSystems.com JUNE/JULY 2017 ASPHALT CONTRACTOR

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CLASSIFIEDS

72

ASPHALT CONTRACTOR JUNE/JULY 2017 www.ForConstructionPros.com/Asphalt

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INDEX Aggregate Designs Corporation

71

Ingevity

45

Almix

9

KPI-JCI Astec Companies

51

Astec Inc.

13, 31, 38-39, 57

LeeBoy

47

BITCO Insurance Companies

33

Libra Systems Corp.

40

Calculated Industries

69

Meeker

53

Carlson Paving Products Inc.

75

National Asphalt Pavement Association

67

ChromaScape Inc.

56

National Center for Asphalt Technology

64

OMI Industries

49

ClearSpan Fabric Structures

71

Process Heating Company

41

C. M. Consulting

73

Pugmill Systems Inc.

71

Dillman

26-27

R & D Trench Paver

68

Eager Beaver Trailers

25

Reliable Asphalt

70

Earth Sales Group

15

Roadtec an Astec Industries Co.

11, 76

E. D. Etnyre & Co.

36

Sakai

59

E. T. Clancy Company

68

SealMaster

7

Evans & Daniels Inc.

69

Superior Tire & Rubber Corp.

23, 60

FastMeasure by KTP Enterprises

69

Systems Equipment Corp.

35, 72

Gencor Industries Inc.

3

Tarmac International Inc.

42

General Combustion

19

Weiler

17

Heatec Inc.

2, 37

Wirtgen America Inc.

5, 21

Hydronix

60

DON’T MISS OUT ON A GREAT OPPORTUNITY.

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NEW COUNTERFLOW AND NEW COUNTERFLOW ANDPARALLEL PARALLELFLOW FLOWASPHALT ASPHALTPLANTS PLANTSFOR FORSALE SALE

PRODUCTIO N NOTES

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COMPLETE 8X40 BDM PARALLEL FLOW DRUM MIXER & CUSTOM BUILT STATIONARY ASPHALT PLANT. Made 25k tons since MAJOR overhaul by CMC including new Controls. Located in Northern Nevada.

BY LISA CLEA VER, EDITO R

Ace-Sagin aw Paving In New Plant to Meet Cu stalls stomer

DEMAND

Contact

Denise Singsime

For all of your print, digital or reprint needs!

New Gen cor plant help s this Michigan asphalt producer increase efficiency, productivity and sustainability

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ASPH ALT

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OR JANU ARY

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2017

ce-Saginaw Paving Comp any’s primar y goal says David is to provid Gohn, Michig e a high quality an Asphalt Plant Manag product and service and er with Ace-Sa remain compe ginaw.

“We had to titive in the markets it meet our custom serves. needs,” says er’s compa ny recent To meet that goal, the Gohn. “Many days ly installed over-booked a new plant in Burton, and our custom we were MI. waiting.” ers were Increased deman Gohn says d was the numbe one factor for there was also r building the growth happen economic new facility ing , area and a recentl in the Flint, MI, y passed tax that was www.ForCo

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920-542-1245 dsingsime@acbusinessmedia.com

We are the Sales & Service Center for Hauck Burners for most of the Southwest & Western US including Alaska. In Canada we offer Hauck Sales & Service from Manitoba We sell new ADM Counter-Flow Drum Plants and Parallel Flow drum plants, west. As usual we will offerAny Plantconfiguration Consulting, you might need.

Mr. Doug Bleackley portable or skidded.

We have plants for Operator training, Burner Solutions, Parts andfor plant trouble CD Road S &mix.

S high RAP applications, configured Hot mix, Warm mix Equipment and Cold 313 Cowie Crescent shooting.

Pleaseyour call with anything we can help you on. Our Call to discuss needs.

Swift Current, SK S9H 4W1 Canadian Division is in partnership with Mr. Bleackley.

I have been in paving since 1972 andDoug directly associated with asphalt plants Canada since 1976. I have operated and maintained hundredsPhone: of asphalt plants in 306 741 1333 Our staff of qualified Field Technicians service and support dougbleackley@sasktel.net over 150 countries. Our staff of qualified Field Technicians service and support anything we sell.

From Mix Design Compliance to air quality anything we sell. From Mix Design Compliance to air quality compliance, from compliance, from mechanicalissues, to computer issues, we can help. mechanical to computer we can help.

** Winter coming.

We ASPHALT offer SPECIALS on Scheduled MANY NEW isAND USED PLANTS FOR SALE

Service &Nat Plant thru February. ** Hauck ESII150 Gas,Upgrades.

Total Air burner.November Nice Cond. New Controls Available.CALL ..........Call MANY NEW ASPHALT PLANTS FOR SALE NEW - 1,000 gallonAND portableUSED Asphalt Calibration Tank. Self-Contained. ...................Call New Systems ADP-100 GUI480v Blending Controls 0 and SLC300 Load-Out Controls .......Call 2006 Cummins 275kW Generator. hours!

Selling as USED...............Call.

Wylie 3140 AC Plant, Baghouse, AC tank Generator. Down & ready to move............Call 1996 ADM SPL-110 Portable Drum mixer W/NEW Control House.................Call.

Stationary 80,000 ACFM Pulse-Jet Baghouse in good operating condition. .............Call 1980s 250 TPH Portable Drum withasSlinger & Burner..........Call.

2006 Boeing CumminsMS-200 275kW 480v Generator.

0 hours!

Selling USED. .......................Call 1980s Boeing Portable Drum Plant, Wet-Scrubber, No AC Tank......Call.

New, used and MS-300 rebuilt Hauck burners.

Burner Controls. ...........................................Call Rebuilt GenCo AF-25 Natural Gas Burner, w/new controls & Gas-Train. Complete.

New, usedMANSFIELD and rebuilt Hauck Burner Controls................Call.

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P.O. BOX 407Inc. Cliff Mansfield ODELL, OR 97044 P.O. Box 407

FAX541-352-7942 541-352-7943 Office WWW.HOTPLANTCONSULTING.COM Fax 541-352-7943

Search: 10072464

www.ForConstructionPros.com/Asphalt

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THE LAST EXIT |

BY JESSICA STOIKES, ASSOCIATE EDITOR

Keeping Asphalt Cool Researchers are working to reduce the heat island effect hot pavements can create for cities

Workers apply a cool pavement coating to a street in Los Angeles.

The coating is designed to reduce temperatures on the surface of streets.

74

P

avements typically make up 30% to 45% of the land area in major cities and are known to contribute to the urban heat island (UHI) effect since they have high levels of thermal storage and a low reflection of solar radiation.

Conventional paving materials can reach peak summertime temperatures of 120°–150° F, transferring excess heat to the air above causing the areas to feel much hotter than normal.

Due to the large area covered by pavements in urban areas, they are an important element to consider in reducing the heat island effect.

Cool pavements can be created with existing paving technologies (such as asphalt and concrete) as well as with newer approaches such as the use of coatings or grass paving. To help address the growing demand for guidance on pavement choices, the Transportation Research Board has formed a subcommittee on Paving Materials and the Urban Climate. The subcommittee's scope includes modeling, design practices, testing, standards development, and planning and policy considerations.

Finding pavements that are as affordable and as durable as asphalt, however, has proven difficult.

DON’T PAINT IT BLACK Scientists say dark colors like asphalt have been known to absorb over 90% of the sun’s radiation, storing it there for hours, even overnight.

Los Angeles is currently testing a new pavement called CoolSeal, a light gray material that is designed to reduce pavement temperatures, which skyrocket during Southern California’s brutal summer heat waves.

Los Angeles Street Services is working with asphalt coating maker GuardTop LLC to test the cool pavement, which was installed two years ago at the Balboa Sports Complex parking lot.

Due to the pavement having a lighter color surface than traditional street coatings, the lot’s average summer temperature dropped by about 20° F after CoolSeal was applied, according to the company.

The Jordan Avenue project, which is in one of Los Angeles’ warmest neighborhoods, is the first application of the pavement on a public road in California.

It’s just one part of 14 pavement tests to be completed by the end of June in other council districts.

City officials said the coating could cost about $40,000 per mile and last up to seven years before reapplication is needed.

COOLER INGREDIENTS Other lighter alternatives like concrete can lower ambient temperatures in cities. The materials in concrete and the manufacturing involved, however, typically make it more expensive than asphalt — and paving an asphalt road is not cheap in the first place.

In 2014, the Florida Department of Transportation estimated that repaving just one mile of a four-lane urban

roadway costs the state $2,413,168. The same year, the Arkansas State Highway and Transportation Department estimated that paving a mile of one-lane road in asphalt costs $700,000, while the same stretch paved in concrete would cost $1,000,000.

Rather than abandoning asphalt — which is an unlikely proposition in many places — researchers think cities can integrate paler crushed rocks into the asphalt pavement. With black tar as a binding agent, this won’t achieve the reflective nature of the CoolSeal.

Even if lighter pavements did become durable and affordable, some experts say it wouldn’t necessarily make a big difference in city temperatures. The amount of greenery and natural spaces in cities are also influential factors as they absorb less solar heat and shade pavements from the sun which has a cooling effect.

This is why cities are also looking in to more grass paving, which is essentially a structure which provides load bearing strength while protecting vegetation root systems from deadly compaction, while decreasing heat island effect. High void spaces within the entire cross-section also enable excellent root development and storage capacity for rainfall from storm events.

However, due to the cost of these alternatives, city planners may end up sticking with traditional asphalt for many years to come, even if it is hot to the touch. When some cities can’t afford to keep their streets paved as it is, it’s difficult to argue with anything as affordable and reliable as asphalt. AC

For more information on cool pavements, visit ForConstructionPros. com/11240056.

ASPHALT CONTRACTOR JUNE/JULY 2017 www.ForConstructionPros.com/Asphalt

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