Asphalt Contractor December 2018

DECEMBER 2018

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THE BEST ASPHALT PHOTOS OF 2018 | 82

SPECIAL REPORT: STATE OF THE INDUSTRY ASPHALT PROFESSIONALS WILL FACE FIVE MAIN CHALLENGES IN 2019 | 16

›››› LOUISVILLE PAVING INVESTS IN INNOVATION TO IMPROVE

EFFICIENCY | 28

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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 .

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The Leading Choice for Hotmix Plants in North America.

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TABLE OF CONTENTS |

DECEMBER 2018

COVER STORY Louisville Paving Invests in Innovation to Improve Efficiency New tank monitoring technology helps increase accuracy while keeping workers safe. | 28 TECHNOLOGY

10 Pothole Repairs LVL Up Tech start up lvl5 was designed for the future of autonomous vehicles but their HD maps, populated by paid drivers, are being put to use today for realtime road repairs.

SPECIAL REPORT: STATE OF THE ROAD BUILDING INDUSTRY

16 Asphalt Contractor’s State of the Road Building Industry for 2019 Industry professionals weigh in on the challenges that keep contractors awake at night.

PRODUCTION NOTES

32 Cliff’s Notes This month, Cliff visits an asphalt plant in desperate need of help...and well-trained operators.

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

JOBSITE INNOVATIONS

44 International Conference on SMA Promotes the Sustainability Benefits of This Durable Pavement Stone Matrix Asphalt (SMA) extends the use phase of a roadway and has a positive influence on the environmental impact construction causes.

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48 Trucks Accurately Place Jobsite Materials Reduce rehandling and cleanup time by using specialized vehicle solutions to accurately place materials on the jobsite.

58 Improving Pizza Delivery by Improving Roads Domino’s “Paving for Pizza” ad campaign helping to protect your carryout pizza.

62 Jobsite Products Pavers, rollers, MTVs & more.

70 Soil Stabilization Gives an Edge Over Soil Exchange Soil stabilization is proving to be the optimum solution whenever the properties of soil have to be altered to make it suitable for further roadworks.

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

PRESERVATION UPDATE

66 Reducing Waste, Improving Roads Michigan installs first recycled tire chip seal application in the United States

IN EVERY ISSUE 8

Editor’s Perspective

82 The Last Exit

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DIGITAL CONNECTION www.ForConstructionPros.com/Asphalt

FHWA Plans to Grant ARTBA Petition in Response to Transportation Project Innovation The FHWA says it will amend or repeal a century-old regulation that prohibits state and local governments from using patented or proprietary products on highway and bridge projects that receive federal funding.

[VIDEO] Construction Calls For Infrastructure Cooperation Post Election Construction associations are calling for an infrastructure bill to be enacted post mid-term elections.

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NPE 2019 to Offer 30 Management Sessions 28 new management topics will greet contractors in return to Nashville, February, 27- March 2, 2019.

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Get social with us! Share pictures of what you’re working with over 20,000 other asphalt contractors on our Facebook page: Facebook.com/ Asphalt.Contractor/

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Percent of Major Roads and Highways in New York in Poor or Mediocre Condition Driving on New York roads that are deteriorated, congested and that lack some desirable safety features costs New York drivers a total of $24.8 billion each year.

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CONTRACTOR

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

DECEMBER 2018 Vol. 32, No. 10

ASPHALT

CONTRACTOR LATEST PROFESSIONALS LATEST INNOVATIONS FOR ASPHALTPROFESSIONALS PROFESSIONALS LATEST INNOVATIONS FOR ASPHALT

Published by AC Business Media.

Asphalt CONTRACTOR

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

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Published and copyrighted 2018 by AC Business Media. 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, 201 N. Main Street, Fort Atkinson, Wisconsin 53538. Periodicals postage paid at Fort Atkinson, Wisconsin and additional entry offices.

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

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CONTRACTOR

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

DECEMBER 2018 • Vol. 32, No 10

ASPHALT

EDITOR’S PERSPECTIVE

CONTRACTOR LATEST INNOVATIONS FOR ASPHALTPROFESSIONALS PROFESSIONALS LATEST LATEST INNOVATIONS FOR ASPHALT

Published by AC Business Media.

Jessica Lombardo, Editor jLombardo@ACBusinessMedia.com 920.542.1247

Does 2019 Keep you Up at Night?

The industry will face five main struggles next year, but the outlook remains positive

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he asphalt industry is anything but predictable. From the challenges of day to day operations to yearly financial certainty, it’s hard to know what to expect.

Each year, we reach out to asphalt industry experts to get their input on where we stand and where we’re going. Our hope is their insight helps answer those burning questions that keep you up at night.

Complete insight for this year’s State of the Road Building Industry can be found on page 16 of this issue, but here’s an overview of what we’re facing heading in to 2019: 1. FUNDING The value of highway, street and related construction work is expected to grow nearly 5 percent in 2019 and experts predict highway construction market activity to increase in about half of the states and Washington, DC in 2019.

In 2018, the FY2018 Omnibus granted highways an additional $4 billion in revenue and a similar amount is expected in FY 2019 which is giving contractors some certainty.

And while there is no federal infrastructure funding package, there were nearly 540 state and local ballot initiatives during the 2018 primary races and general election. Voters approved 81 percent of those measures, showing their continued support to raise revenues for increasing transportation investment.

2. LABOR 78% of construction firms report they are having a difficult time finding qualified workers. The industry is going to have to make some serious changes in order to attract workers to these careers.

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Experts suggest education, apprenticeship programs, increasing wages and expanding the workforce to combat these challenges

Asphalt CONTRACTOR

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Advertising Sales (800) 538-5544

3. MATERIAL PRICES According to the U.S. Bureau of Labor Statistics, construction material prices were up 7.9 percent in October 2018 compared to the same time last year which could cause challenges.

Prices for prepared asphalt have also been on the rise. Between October 2017 and October 2018, the price of prepared asphalt rose by more than 10 percent in America.

The continued use of tariffs will also have a negative impact on road building projects.

Kris Flitcroft kflitcroft@ACBusinessMedia.com

4. SAFETY In the last year alone, 54% of contractors reported that a vehicle had crashed into their work zone. The industry needs to make changes in order to keep workers away from distracted driving and the traveling public needs more education on the consequences.

5. TECHNOLOGY A recent survey of engineering and construction executives found that 72% of respondents say technological innovation played a role in their company vision but less than half had a clear strategy in place to integrate advancements. This needs to change if the industry is going to thrive.

What are you anxious or excited about in 2019? Let me know at jlombardo@acbusinessmedia.com.

Sean Dunphy sdunphy@ACBusinessMedia.com Erica Finger efinger@ACBusinessMedia.com Tom Lutzke tlutzke@ACBusinessMedia.com Amy Schwandt aschwandt@ACBusinessMedia.com Eric Servais eservais@ACBusinessMedia.com Denise Singsime dsingsime@ACBusinessMedia.com

ForConstructionPros.com Digital Operations Manager

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Editor

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Managing Editor

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TECHNOLOGY MATTERS |

Image shows a map overlay depicting how Payver localization technology works.

BY JESSICA LOMBARDO, EDITOR

Pothole Repairs

LVL Up

Tech start-up lvl5 was designed for the future of autonomous vehicles but their HD maps, populated by paid drivers, are being put to use today for real-time road repairs

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n our world today, the current system for fixing roads on the city level relies on people to notify the public works department of potholes or other road problems that need to be

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fixed. Usually these people are angry that said pothole caused damage to their vehicle and demand it to be fixed now.

This reactive approach is costly and inefficient, but a new start-up called lvl5 wants to change that.

We’ve heard of crowdsourcing for funding new ideas and projects, but the idea hadn’t quite made it to the road building industry until now. lvl5 is a company that was initially developed to create high-definition maps that auto manufacturers could use to help their autonomous vehicles navigate roads without LiDAR. But since we’re likely years away from the need for this technology, the San Francisco-based

County-level coverage of where road quality is best/ worst in California is shown here.

The purple/red REACTIVE TO spots indicate bad PROACTIVE roads and yellow Using their HD are roads in good maps, lvl5 created condition.

Payver, a mobile

start-up needed a way to make their business useful now.

app that rewards their customers just for driving. The large network of drivers using Payver are paid up to $.05 per mile to use their smartphones as dashcams that scan the road and uploads the video to lvl5's mapping platform, building

ASPHALT CONTRACTOR DECEMBER 2018 www.ForConstructionPros.com/Asphalt

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How Payver Works Payver is the dashcam that rewards users in all 50 states just for driving and only needs access to a customers location and camera to function properly.

Earn Points: Each trip uploaded gives users points they can exchange for prizes such as cash, gift cards, etc.

Help keep road infrastructure up-to-date: By using Payver, users are helping keep road maps up-to-date. They use the data to find problems with roads and alert the right government authorities. The app automatically looks for potholes, fallen signs and construction zones from the video captured.

Trip Log: The app keeps track of where users have been and they earn badges for certain achievements like visiting a National Park. Payver creates beautiful time lapse videos of trips so users can see their entire drive in 30 seconds.

Keep evidence: Users can also keep proof of dangerous incidents on the road for safe keeping in case of an accident or incident. Payver automatically triggers a 30 second snapshot when it detects hard braking events.

The app can be downloaded at https://getpayver.com/

IVE TIT B

ND RA

COMPE

high-definition maps of the roadway. lvl5 then sells this detailed street data to city governments.

The company's compression algorithm looks for any changes to roads compared to its existing data and frequently updates its maps to reflect new signs, lights or infrastructure changes. These maps are so detailed that the system knows where every pothole is and even where the cracks are on city roads. This technology could help save taxpayers money if these little problems could be fixed before they become big.

"We use this data to help city governments maintain the roads," lvl5 CEO Andrew Kouri says. "Because we have about 10,000 people helping us map on a daily basis, our updates are really frequent. As soon as a crack happens in a road, we can detect that and tell them a crack has started to form so they can send someone out there to fix it before it turns into a pothole."

With millions of miles of data collected from around the world, lvl5 has a unique advantage to create algorithms that can score roads based on numerous variables. Kouri says the objective variables they currently score include alligator cracking, paint fading, uneven pavement, potholes and the surface area of a multitude of other road blemishes.

"Interestingly, most of these 3D measurements we were able to borrow from our self-driving car mapping process without much modification," he says. "Our proprietary deep learning algorithms also leverage the strengths of convolutional neural networks, including multilayer perceptrons, to also identify certain subjective features that humans would attribute to a failing road."

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TECHNOLOGY MATTERS At present, when public works department is notified of a problem, officials must send a truck equipped with expensive sensors to locate and gather data about the affected street. Currently, lvl5 is inviting cities to work with them via an API (application program interface) to provide access to the data at a per-street level. This means a city can check the exact condition of any given road (with

raw image evidence to support it) where they have coverage.

Kouri says the API automatically sends pictures of an identified defect along with measurements gathered from its highdefinition images that can help cities

SAFETY A PRIORITY? Not if you don't have a Silo Safety System

Libra Silo Safety System Blocks attempts to open a silo above the cab Independent of, and compatible with, existing automation and manual switches No operator interaction needed -it's always on guard

prioritize road issues This map and reduce repair costs shows the by catching problems road quality earlier. Because its determined system is crowdsourced by lvl5 of each and automated, Kouri state's roads. says they can provide the service for less than $70 per mile compared to current rates of several hundred dollars per mile.

The technology, which is tested to work up to 65 mph in broad daylight conditions, could also make cities safer.

"Notifying cities of poor road quality can help them keep their infrastructure safer for all motorists, including cyclists and motorcyclists,� Kouri says. “Fading lane lines are also a big problem for the future of autonomous vehicles. Our technology helps keep track of fading lane lines and can notify cities when they need to re-stripe the roads so that autonomous systems (which depend highly on the painted lane lines) are less likely to fail."

This HD map data also makes roads safer because autonomous vehicles will be able to use it as a source of ground truth to compare to their realtime measurements. Maps also help autonomous vehicles see better in the dark and during rainy conditions.

"We hope to bring about full selfdriving sooner by scaling up map building," Kouri says. "At the same time, we would like to help cities lower taxes by helping them spend more efficiently on failing infrastructure before it balloons into bigger problems."

Kouri says the Utah Department of Transportation is evaluating lvl5's technology and others could follow.

For more information on selfdriving cars, visit ForConstructionPros. com/20985026 Search: 10073668

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ASPHALT CONTRACTOR DECEMBER 2018 www.ForConstructionPros.com/Asphalt

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SPECIAL REPORT |

BY JESSICA LOMBARDO, EDITOR

Asphalt Contractor’s State of the Road Building Industry for

2019

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Asphalt professionals weigh in on the challenges that keep contractors awake at night

ASPHALT CONTRACTOR DECEMBER 2018 www.ForConstructionPros.com/Asphalt

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W

e are experiencing both excitement and anxiety in the road building industry today. On one hand, transportation is finally starting to get the traction it deserves. In the November 6th midterm elections, voters approved 80% of transportation initiatives, securing over $30 billion in funds for infrastructure investment nationwide.

On the other hand, contractors are still facing uncertainty for long-term federal funding. Pair that with labor struggles and increasing material prices and it’s no wonder contractors are having a hard time being optimistic about the future. Still, industry experts say the market outlook is positive for 2019.

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“The value of highway, street and related construction work is expected to grow nearly 5 percent in 2019, after adjusting for project costs and inflation, according to ARTBA’s forecast model,” Alison Premo Black, senior vice president, policy & chief economist at the American Road & Transportation Builders Association (ARTBA) says.

“Overall, we expect highway construction market activity to increase in about half of the states and Washington, DC in 2019.”

Arniban Basu, chairman and CEO of Sage Policy Group agrees.

“Despite an uncomfortable level of stock market volatility beginning in October 2018, the U.S. economic outlook for 2019 looks benign,” he says.

“Leading indicators remain upbeat, including a number related directly to construction spending such as the Architecture Billings Index and Associated Builders & Contractors’ Construction Backlog Indicator. The tax reform that came into effect in 2018 remains in place and will presumably produce additional positive business investment impacts in 2019.”

What else is on the horizon in 2019?

Industry experts weigh in on what we can expect on the road ahead.

DECEMBER 2018 ASPHALT CONTRACTOR

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SPECIAL REPORT

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Lack of Guaranteed Funding Still an Issue: How the construction projects you work on are paid for is paramount to keeping work in your pipeline. No funding, no certainty. 2018 provided some guaranteed dollars and states are starting to pick up the tab as well, helping to keep work going without a federal infrastructure package.

ARNIBAN BASU, CHAIRMAN AND CEO OF SAGE POLICY GROUP: For years, it had always been conventional wisdom that the nation’s infrastructure problems had to be addressed at the federal level. But despite the lack of the muchdiscussed federal infrastructure package, infrastructure spending has been surging in America for the past year. According to data supplied by the U.S. Census Bureau, from September 2017 to September 2018, construction spending on water supply systems rose 31 percent, conservation and development 25 percent (e.g. flood control), transportation 16 percent (e.g. mass transit), public safety 15 percent (e.g fire stations), sewage/wage disposal and highway/street each by 9 percent.

There is a simple explanation for these blossoming public works expenditures.

According to the Pew Research Center, 34 states are taking in more tax revenue than they were prior to the Great Recession, even after accounting for inflation. West Virginia, for example, closed the last fiscal year with a $36 million budget surplus, the first time in eight years (not counting surpluses created via budget cuts). Maryland, a state that has been associated with only moderate job growth for much of 2018, ended the fiscal year with a surplus of over $500 million. Similarly, North Carolina ran a $440 million surplus.

These surpluses have caused some states to reinvest in their own roads and highways. For example, last year, North Carolina awarded $7 million in matching grants to help fund 14 short line railroad/ railway projects and the Maryland Transit

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Alison Premo Black, senior vice president & chief economist, Deputy Director Contractors Division, American Road & Transportation Builders Association (ARTBA)

Administration has already committed to spending $900 million over the next several years on its public transportation system.

Still, guaranteed federal dollars help contractors feel comfortable bidding those high ticket projects and the government provided that in 2018.

ALISON PREMO BLACK, SENIOR VICE PRESIDENT, POLICY & CHIEF ECONOMIST AT ARTBA: If the last decade has taught us anything, it is that many states will start to hold back on projects if they expect a long reauthorization process full of delays and short-term extensions. If Congress does not solve the issue of the Highway Trust Fund in the next year, this will put a damper on the market and slow down expected growth. On average, federal aid highway funds account for half of state program spending on construction, right of way purchases and planning and design work. Federal investment is a core component of state highway and bridge program capital outlays—significant

delays or uncertainty over future investment levels will have a market impact.

The two-year budget agreement reached between President Trump and the bipartisan leadership of the House and Senate calls for a minimum of $10 billion per year in supplemental infrastructure investment. Transportation programs received a total of $5.3 billion in supplemental general funds in FY2018 and are on track to benefit from an additional $5.4 to $5.8 billion in FY2019. Nearly $2 billion of that funding is for highways, bridge and tunnel projects distributed under the same formula as the Surface Transportation Program Block Grants.

An additional $320 million is for federal/ tribal highways and $225 million is for a rural state competitive grant program for bridge projects. The additional funding should help boost the transportation construction market in 2019, but the total impact will depend on how quickly states obligate the general fund revenue. States have four years to obligate these funds, as opposed to one year for the core federal aid highway program. So some states may decide to obligate the additional general funds at a slower pace, especially if there is uncertainty and potential delays related to the reauthorization process.

States are also working to make money on their own. ARTBA tracked nearly 540 state and local ballot initiatives during the 2018 primary races and general election. Voters approved 81 percent of those measures, showing their continued support to raise revenues for increasing transportation investment. One of the most significant measures was the defeat of Proposition 6 in California (55 percent to 45 percent), which was an effort to repeal in increase in the state gasoline and diesel motor fuels tax that had been previously approved by the legislature as part of a 2017 transportation funding law.

This decision by voters will help preserve more than $50 billion for urgently-needed

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SPECIAL REPORT

highway, bridge and transit improvements in California over a 10-year period.

One wild card in the forecast is the outlook for the reauthorization of the FAST Act and the ability of Congress to find additional revenues to support the Highway Trust Fund (HTF). If states start delaying projects in response to uncertainty over the future of the federal-aid highway program, experts worry that would slow down market growth next year, but there’s still hope.

AUDREY COPELAND, INCOMING PRESIDENT, NATIONAL ASPHALT PAVEMENT ASSOCIATION (NAPA), On the day after the Democrats won the seats to retake the House in the midterm elections, both President Donald Trump and Rep. Nancy Pelosi (the expected next Speaker of the House) identified infrastructure as an area where the administration and Democrats in Congress could work together. It is likely that President Trump will be looking at his infrastructure proposal as the starting point for discussions around the next highway reauthorization bill. We’re hopeful for broad federal funding legislation passed in 2019, but there is a lot of work to do to iron out the details.

However, as mentioned above, the insolvency of the HTF continues to be an issue. As early as spring 2020, states will have to stop construction because the HTF will not be able to meet its obligations. In 2019, it is critical for Congress to find and enact a sustainable funding stream for the HTF. NAPA will continue to work with our partners and Congress to propose viable initiatives for highway funding and increased investments for infrastructure. Beyond 2020, starting in FY22, the federal government will have to find at least $20 billion per year in new HTF tax receipts or additional bailout transfers just to keep highway programs going at current funding levels, plus annual inflation increases of around 2 percent per year. Thus, it’s critical to come to an agreement on a sustainable funding mechanism for highways in 2019, so implementation can occur before FY22.

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Many different reauthorization concepts have been floated through Congress and all of them would stabilize the HTF. An estimated $160 billion over five years will have to be raised to maintain current funding levels. The best option to address the HTF shortfall would be a gas tax increase indexed to inflation, to impose a tax on car batteries, and a VMT user fee on commercial vehicles.

Before any sort of VMT is ready for implementation, there will have to be some nationwide pilot program.

The next highway reauthorization — if it is a long-term bill — will likely have to include a combination of solutions, an increased gas tax (in the early years) indexed to inflation and some type of user-based fee for highly fuel-efficient and alternative fuel vehicles in later years.

ED MORTIMER, VICE PRESIDENT, TRANSPORTATION INFRASTRUCTURE FOR THE UNITED STATES CHAMBER OF COMMERCE: The federal-aid highway program is part of the Transportation, Housing and Urban Development appropriations bill that is currently operating at FY2018 levels until December 7, 2018. The Chamber is hopeful Congress will complete action on the FY2019 appropriations process next month.

While legislative action did not occur in 2018 on an infrastructure modernization bill, the U.S. Chamber is optimistic that a new Congress and renewed interest from President Trump will mean both parties can come together to enact a significant bill in 2019.

In January 2018, the Chamber offered its plan for reform, “The Roadmap to Modernize America’s infrastructure.” The plan includes a federal user fee, which was last raised in 1993. Since then, inflation has eroded nearly 40 percent of the value of the user fee. Fuel efficiency has also improved in the last 25 years. As a result, motorists use less fuel to drive the same number of miles but there’s significantly less revenue to maintain those roads.

The U.S. Chamber is calling for an increase in the federal user fee of 5 cents each year over the next 5 years for a total increase of 25 cents. The proposal would include indexing the tax for inflation and for future increases in fuel economy, so there would be no need to revisit this issue in the foreseeable future.

The proposal would raise $394 billion over the next 10 years, which would be invested in our highways, bridges and transit systems in a fiscally responsible fashion. When combined with state, local and private sector funds, this would go a long way towards modernizing the nation’s interstate system.

The cost to the average American would be around $9 a month. The Chamber’s plan for infrastructure reform includes a long-term funding solution through the fuel tax. The Chamber is also open to other long-term funding solutions, including encouraging more private investment. Sustainable funding should be a critical component of any infrastructure modernization bill.

Now is the time for the federal government to do its part to invest in infrastructure modernization. Addressing this issue in 2019 will allow Congress to review FAST Act policy and be able to accomplish a timely reauthorization of the FAST Act in 2020. Without the revenue adjustment for the HTF in 2019, it will be very challenging to address this issue during the 2020 election year.

Edward L. Mortimer, executive director, transportation & infrastructure, U.S. Chamber of Commerce

ASPHALT CONTRACTOR DECEMBER 2018 www.ForConstructionPros.com/Asphalt

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Skilled Labor Shortage Causing Increasing Challenges:

›››

78% of construction firms report that they are having a difficult time finding qualified workers. That’s causing a huge problem for companies who do have a long list of work in the pipeline and need a good crew to be successful. The industry is going to have to make some serious changes in order to attract workers to these careers.

MORTIMER: The USG and U.S. Chamber of Commerce Commercial Construction Index found that, though demand for new projects increases, a majority of contractors struggled to find skilled workers in 2017. If we do not expand the construction workforce, it will be impossible to move ahead with the infrastructure projects we need.

Congress and the administration can help address the worker shortage. A recent example is the Carl D. Perkins Act, which was reauthorized earlier this year. Policymakers should also modernize America’s apprenticeship system, leverage the Workforce Innovation and Opportunity Act to expand the national network of sector-based construction partnerships, and keep the skilled workers who are already in the workforce thanks to programs like DACA and TPS. COPELAND: At NAPA, we’re developing a national strategy to address the skilled labor shortage that will serve asphalt contractors. Over the next year, we will be educating our members and raising awareness on the issue. In order to fully address the challenges, we are going to have to understand the causes and issues within our industry, so a major part of our strategy will be market research which then can be used to further

www.ForConstructionPros.com/Asphalt

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develop our strategy and communicate with potential workforce the many opportunities for good paying jobs and life-long careers in the asphalt industry. We will also harness the power of collaboration and partnerships with other organizations, such as our fellow material associations, to expand our reach and amplify our efforts. One key, highly successful initiative implemented in 2018 was the creation of the Women of Asphalt (womenofasphalt.com), an industry-wide initiative to empower women to consider the asphalt industry for their careers and educate them on the opportunities within our industry.

Asphalt pavement associations on the state level have had success in three key areas: career communications that highlight the opportunities in our industry, apprenticeships and student competitions. It’s also been identified through these efforts the importance of exposing middle school and high school kids to the opportunities our industry offers. We need to do a better job reaching out to guidance counselors that can inform children and young adults that trade work, such as the asphalt industry, can lead to a fruitful career.

The Asphalt Pavement Association of Indiana (APAI) has done a fantastic job of building connections with high schoolers that are members of Future Farmers of America to highlight road building as a potential career.

NAPA, with the help and support of APAI, recently attended the Future Farmers of America’s annual convention in Indianapolis. More than 65,000 young people raised in farming communities across America attended the meeting,

Anirban Basu, chairman & CEO of Sage Policy Group Inc.

providing NAPA and asphalt contractors an opportunity to introduce the asphalt pavement industry to middle and high school students who are now deciding what career path to take. NAPA will also be hosting an Ag2Asphalt Career Day at World of Asphalt in February. FFA students will be able to see to construction equipment and latest technologies at the show, and equipment manufacturers have planned a full day of hands-on-learning for the students.

BASU: Human capital shortfalls are felt throughout the economy, something that isn’t news to anyone working in the

DECEMBER 2018 ASPHALT CONTRACTOR

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SPECIAL REPORT construction industry. One could easily make the case that the worker shortage in the construction industry is as bad, possibly even worse, than any other major industry in the country. This is due to a combination of demographic and cultural factors. For a number of reasons, construction workers tend to be older.

This is a reflection of the significant entry into the industry by workers during the economic booms of the 1980s and 1990s, along with the relative low number of workers in recent years.

Young workers tend to put more emphasis on concepts such as flexible time and work-life balance. These demands are often not compatible with the modern day construction site, which frequently requires people to work in teams, limiting how much flex time a person has. Construction workers also tend to rise earlier than others, which create challenges for family members who need to bring children to

››››

school, day care, or other family functions.

Some projects also require workers to work overnight, which can cause strain on the work-life balance of many young men and women.

Apprenticeships represent a key avenue to career preparedness and the American middle class. The current administration in Washington has become neatly aligned with the apprenticeship movement. In June 2017, President Trump signed an executive order entitled “Expanding Apprenticeships in America,” doubling the annual funding for apprenticeship grants from $90 million to $200 million in the process. Since that signing, there have already been a number of positive indications. Bloomberg BNA reports that the Employment and Training Administration (ETA) has taken the lead on implementing the President’s plan.

The ETA is working to streamline the

DARREN COUGHLIN, PRESIDENT, ASPHALT RECYCLING & RECLAIMING ASSOCIATION: The lack of skilled workers affects contractor’s abilities to complete work on a timely schedule. Wages are increasing to be able to compete for skilled labor, which creates an even greater need to properly fund the HTF Therefore, contractors are engaged in education and making efforts to get vocational programs back into the education system.

Construction Needs to Adopt Tech A 2017 survey conducted by KPMG found that while 72% of the engineering and construction executives surveyed stated technological innovation played a role in their company vision, less than half had a clear strategy in place to integrate those advancements. In addition to a lack of vision, only 5% of respondents considered themselves on the forefront of embracing these advancements with the majority of people indicating they were industry followers instead of leaders. This needs to change if the industry is going to thrive.

COPELAND: It has been established that the laborproductivity growth in the construction industry lags that of manufacturing and the total economy. According to a report

by Balfour Beatty, productivity in the global infrastructure sector has remained static at 1% for the past 20 years. With this, profit margins are very thin and

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processes third party groups, including unions and trade groups, have to navigate in order to initiate accredited apprenticeship programs.

Audrey Copeland, incoming president, National Asphalt Pavement Association (NAPA)

we’re facing a critical skills shortage due to a “low tech” image. According to a report by AECOM, we are facing an “innovation deficit”. The concern is that the infrastructure industry has not

fully embraced new technologies and is not evolving fast enough to meet the changing needs of society.

In 2019, we’ll likely see continued advancements and implementation of intelligent equipment that can sense and provide real time information to contractors. Our members report implementing fleet management technology for fuel savings and safety and collecting data to improve operations. We will also continue to see advances in work zone safety such as intrusion-sensing technology, remote flagging, and autonomous truck-mounted attenuators that can be implemented to keep our workers safe in the work zone.

Technology adoption starts with the employees you have and having the right people on board that are willing to be problem solvers and think of creative solutions. The employee needs to not only understand the engineering or

ASPHALT CONTRACTOR DECEMBER 2018 www.ForConstructionPros.com/Asphalt

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technical advantages of technology; they also must be able to explain the business case for adopting new technologies.

Then, it’s important that leadership supports those employees so that they can explore new technologies. For example, one of our members was an early adopter of the use of drones for stockpile management. An employee brought the idea to leadership and was willing to take on the project and the leadership in turn provided the support and necessary resources. It took time and effort, but quickly gave this contractor an optimized system for stockpile management that

saved time, reduced costs and may have provided a competitive advantage.

COUGHLIN: Most contractors see the benefit of technology to their bottom line and quality control by implementing technology as soon as it becomes available to the private sector.

Technology like equipment trackingmaintenance, estimating, intelligent compaction, automated grade control have been implemented for years. Most recently total autonomous excavation sites are coming to the private sector.

Darren Coughlin, Asphalt Recycling & Reclaiming Association’s (ARRA) president

››››Material Prices on the Rise: According to the most recent data released by the U.S. Bureau of Labor Statistics, construction material prices were up 7.9 percent in October 2018 compared to the same time a year earlier. This could cause a challenge for 2019.

BASU: Prices for prepared asphalt have been on the rise. Between October 2017 and October 2018, the price of prepared asphalt rose by more than 10 percent in America.

It is conceivable that the runup in asphalt prices could spur the increased use of alternative materials. In 2017, NAPA conducted a survey of producers to derive a better picture of what asphalt mixtures were being used over the past

24

year. They found that a number of nontraditional mixtures were being used in response to rising prices. For example, expanded use of recycled asphalt pavement (RAP) helped reduce the need for nearly 4 million tons of asphalt binder as well as 72 million tons of aggregate. RAP had already been a popular mixture, but the rise in prices rendered it even more attractive. In addition, the U.S. Federal Highway Administration reported that surfaces with up to 30 percent RAP performed similarly to roadways associated with traditional asphalt mixtures.

MORTIMER: The continued use of tariffs will have a negative impact on road building projects. Tariffs are taxes paid by

Americans. It is U.S. consumers who are stuck with the bill. The Chamber will continue to work with the Administration and Congress to end these tariffs and mitigate the impact on costs associated with modernizing America’s infrastructure. Earlier waves of tariffs imposed over the past few months on imports of steel, aluminum, and a host of Chinese products have already impacted about $100 billion of U.S. imports. They also spurred price increases for U.S.-made products: for example, several U.S. steel benchmarks have risen by more than 40% since the beginning of the year. In addition, American tariffs have triggered retaliatory tariffs against about $100 billion of U.S. exports.

ASPHALT CONTRACTOR DECEMBER 2018 www.ForConstructionPros.com/Asphalt

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Work Zones Safety Still Concerning In the last year alone, 54% of contractors reported that a vehicle had crashed into their work zone. The industry needs to make changes in order to keep workers away from distracted driving.

COUGHLIN: Construction companies need to create a safety culture within their organizations and put safety above all things including production and profits.

The traveling public also needs more education on the consequence of distracted driving. We need to lobby to get speed limits reduced in work zones with increased penalties for violations.

COPELAND: By their nature, work zones are dangerous places and distracted drivers remain a serious threat. Looking at what we can directly control, the activities within the work zone, NAPA, in partnership

Despite the confidence in the economy, Basu advises to be aware of struggles that might lie ahead.

“The early months of 2019 are set to be good ones for the U.S. economy, however, there are looming threats to the economic outlook,” he says. “Contractors should be aware that recessions often follow within two years of the peak in confidence. In 1999, the U.S. economy was booming. That year, the economy expanded 4.8 percent. Within two years, the nation was in recession after the dotcom bust of 2000.

“This is not to suggest that recession is necessarily coming in late-2019, 2020 or 2021. This is merely to suggest that contractors should be wary and should remain vigilant with respect to cash flow management and balance sheet health during the year ahead.

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with ARTBA, has developed a series of four self-administered training modules — accessible through www.

AsphaltPavement.org/safety — focusing on work zone safety best practices for truck drivers, equipment operators, laborers, supervisors and other workers.

Mitigating hazards from outside the work zone is more difficult, but NAPA is advocating with federal and state regulators and lawmakers to encourage policies that set aside project money for enhanced work zone safety.

We will continue to work in coalition with other construction associations during the next highway program reauthorization to seek policies that will increase work zone safety.

During National Work Zone Awareness Week 2018, NAPA launched

#WatchForUs, an award-winning public relations campaign, to help combat distracted driving. The campaign was supported by AASHTO and other industry partners, and we plan to continue to advance the message, through gas station ads and other outlets, to drivers that they need to slow down, pay attention, and watch for workers when they travel through roadway work zones.

“It is also conceivable that falling asset prices in 2019 and/or 2020 could trigger the next economic downturn shortly thereafter. But there is also the possibility that outcomes will turn out better than anticipated. Should the federal government be able to structure a meaningful infrastructure deal, it could unleash even faster economic growth and the long-awaited surge in worker productivity.”

Here’s hoping he’s right and we all have a productive and profitable 2019.

AC

For the latest asphalt industry news, be sure to bookmark ForConstructionPros.com/ Asphalt

ASPHALT CONTRACTOR DECEMBER 2018 www.ForConstructionPros.com/Asphalt

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PRODUCTION NOTES |

BY JESSICA LOMBARDO, EDITOR

Louisville Paving Invests in Innovation to Improve

EFFICIENCY

New tank monitoring technology helps increase accuracy while keeping workers safe

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T

he way asphalt plants do business can change daily as technologies to improve operations rapidly develop. While this presents opportunities, it also creates challenges for plant owners who consistently want to improve their plants by retrofitting and upgrading components.

Louisville Paving, a fourth-generation run asphalt company with nearly a 100year history, knows all about adapting to thrive in the competitive Kentucky and Southern Indiana market. The company initially started as a coal delivery business for winter months and added asphalt paving to their services in the summer. Today

ASPHALT CONTRACTOR DECEMBER 2018 www.ForConstructionPros.com/Asphalt

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they are a full service paver-producer with six locations and 65 years of experience in both highway and heavy construction.

Company president John Dougherty is always looking at forward-thinking technologies to advance his business operations. So he sought to upgrade their recently acquired Oldham County plant location and utilize new techniques in their existing Louisville and Bullitt County plant locations.

“The Oldham plant, as it existed, did not really meet the needs that Louisville Paving had, so they looked to modify this existing plant to get it up to the capacity and efficiency they needed for their future business as well as to be able to produce the quality of material they want to produce,” Steve Elam with Hotmix Parts/Stansteel says.

“To accomplish this, they used a variety of existing equipment while modifying and upgrading others.”

Always with a focus on producing quality mix, Louisville Paving knew they also needed to invest in new control technologies to merge and marry these components.

OVERCOMING TANK TROUBLES As one can imagine, upgrading multiple different components at one location tends to create issues which had not existed before the change. Dougherty found that he had a problematic liquid asphalt storage arrangement at this existing plant and thus chose to modify the system altogether. The company also moved the location of the asphalt tank farm, made upgrades and applied advanced technology to their tank monitoring and operation.

The Oldham County plant was tasked with integrating a comprehensive control system for their tanks. They worked with Stansteel/Hotmix Parts to implement the Tank Tracker which is their new tank monitoring system.

Over 25 years ago, Hotmix Parts listened to customers who complained about costly plant downtime. The most frequent cause was the hot oil heater quitting overnight resulting in a cold plant. Hotmix Parts created a solution in a monitoring and alarm system called

www.ForConstructionPros.com/Asphalt

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the NiteOwl Plant Alert System which continually monitors relevant components and then contacts either the plant or management personnel whenever there is a problem. This system is still a product that serves the industry and Louisville Paving well today.

So Hotmix Parts was ready when customers voiced distress over trying to manage more types of liquid asphalts - which required more tanks and potentially more issues, all while the cost of liquid asphalt escalated.

Hotmix Parts committed to developing a tank and vessel monitoring system that would address these common problems. They expanded this technology to other storage equipment including hot mix silos, dust or mineral filler silos, fuel tanks and additive tanks for antistrip and rejuvenators.

Thus, the Tank Tracker was born.

TECHNOLOGY IMPROVES MEASUREMENTS The measurement of hot liquid asphalt has certain challenges. Many plant personnel have to look into tanks and measure them. That involves climbing atop tanks and physically checking levels, looking into a dark and fume-emitting AC tank.

“The Tank Tracker can measure and monitor the tank and silo levels in real time and at multiple remote locations,” Elam says. “This means that plant operators, managers, accounting and even AC suppliers can see actual inventory levels 24/7. This real-time information available in the control room is expandable to be viewed remotely via smartphones, tablets and remote computers.”

The Tank Tracker can monitor temperatures of the product in the tanks, silo and other vessels. The measuring technology

is also non material contacting which means the service life is improved and it is a much safer and easier retrofit installation. The Tank Tracker has alarm configurations and will track alarm events. It can be added to one component or tank at a time as well as integrated into the Tank Tracker Management System which can automate the entire tank switching and filling logistics process.

At Louisville The Tank Tracker not only Paving’s Avoca measures and monitors Quarry location, AC Tank levels, but can which is a high also measure hot mix silos production facility, on existing plants of any the plant operator, brand or size. It accurately Lonnie Garrett, is measures liquids, solid particularly pleased materials and even bulk with the silo invenpowders like mineral filler tory level applicaand can do so in cold or tion. Instead of just elevated temperatures.. relying on the silo’s

DECEMBER 2018 ASPHALT CONTRACTOR

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PRODUCTION NOTES

While the Tank Tracker can be used to monitor only a few tanks and components, it can be greatly expanded to a full tank farm management system that will automatically and remotely select AC tank supply and return valves from the control room, unloading station or even remotely from a smart device. This can eliminate cross fill contamination and dangerous over fill problems.

high/low indicators and speculating on the actual tonnage in the silo, Garrett has been able to accurately measure that quantity in real time. This confidence in the Tank (Silo) Tracker accuracy has enabled him to fill the silo further by approximately 15 tons or over half of a truckload and minimize waste as well.

The Tank (Silo) Tracker helps to better utilize the existing silo equipment they already have to be more productive both at the plant and on the roadway by better inventory management.

“Plant workers often have to “stick” the tank to measure the levels,” Elam says. “Not only may that not be as precise, but it’s also an undesirable and certainly time-consuming job which increases worker hazard exposure as well.”

Other methods of tank measurement include external tank measurement boards that have a float and provide an indication on the external tank. While they can work well, they may not be sufficiently maintained and can become inoperable. These are all individual

30

visual readings that have to be communicated in some manual form at the plant level.

“Plants may have both horizontal and vertical asphalt tanks. When measuring a horizontal tank, one needs to be very precise because of the shape of the tank. Any vertical change is a fairly large volume of product, providing a greater margin of error to readings and thus incorrect inventory,” Elam adds.

On top of all that, the tank and silo storage environment tends to be a very unfriendly and harsh environment.

These harsh conditions can cause most measuring devices to either not perform adequately or fail prematurely. The Tank Tracker has been ruggedly and intelligently designed to overcome these problems.

By saving 30 minutes to an hour each day for plant personnel, this saves plant operations time while improving safety in the workplace. Having real time inventory information also helps delivery logistics for AC, accounting, processing and inventory management.

information for proper planning and communication.”

The Tank Tracker can monitor up to eight asphalt plant components at one time and is fully expandable beyond that through a daisy chain of sensors.

While the Tank Tracker was designed to monitor AC levels, it can also watch any liquid or solid material such as hot mix silos, fuel, warm mix additives in smaller tanks, anti-strip, rejuvenators, etc. It will also indicate real-time dust or lime silo levels accurately.

Tank Tracker technology has also drastically improved safety by removing the human element from measuring tank levels.

“With the Tank Tracker, ground and plant personnel do not have to deal with fumes or climb onto tanks for measurements,” Elam says. “Many companies, because of the increased danger and liability, are trying to minimize the need and type of access for getting on equipment. By not routinely having to climb on the tanks, you cut down on exposure.”

Louisville Paving recognized that the Tank Tracker, in its From a smart BETTER simplest form, as a valuable device, you can MATERIAL tool to save plant personnel manage all silos and MANAGEMENT time while increasing safety. tanks on one screen. It can also be incrementally Plant managers know that The Tank Tracker needing a precise meaexpanded all the way to a allows operators to surement of AC levels is very sophisticated Asphalt see real-time levels imperative to their day to Tank Farm Management and temperatures. day operations.

System to select tanks Tap on a tank or silo to automatically, monitor “Liquid asphalt is the see more information a multitude of product most expensive component on your equipment. in the hotmix mixture itself, inventory and temperature so managing inventory levels, provide offsite viewing is both important for inventory cost and operation and, all the while, management as well from a production improve plant safety and productivity. and logistics perspective,” Elam says.

“Since we don’t have infinite storage at asphalt plants, we rely on timely For more information on tank deliveries of this product to meet our monitoring systems, visit needs. The ability to monitor inventory ForConstructionPros.com/ more closely will provide critical asphalt/plant-components

ASPHALT CONTRACTOR DECEMBER 2018 www.ForConstructionPros.com/Asphalt

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PRODUCTION NOTES |

BY CLIFF MANSFIELD

How NOT to Operate Your

ASPHALT PLANT

Cliff visits an asphalt plant in desperate need of help...and well-trained operators

I

started my plant career as a shovel operator at an asphalt plant in Hood River, OR in 1975. I quickly realized that running a “Goon Spoon” was a dead-end job. So I made it my business to know the how and whyof asphalt

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plants. After a long career at one paving company, I set-up my own popcorn stand, C.M. Consulting, and I’ve worked on asphalt plants all over the world since 1990.

In the intervening years I have seen a lot. Both the good and the bad. This summer I came upon a plant that defied even the most basic concepts of safe and economical operation. In the following narrative the names have been changed to protect the guilty.

Cliff ’s Notes August found me touring the frozen north, heading to a small paving operation up near the arctic circle. I will admit that it wasn’t “nowhere,” but it wasn’t

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PRODUCTION NOTES much more than about a mile from it.

After an hour-long, arduous journey down obscure Canadian back roads, I found myself at “Bubba Paving.” I was met by the plant operator, Alfie, and went to inspect the plant. The first thing I noticed as we walked around was the SIX guys with weed burners who were heating the various pumps and lines of the asphalt system.

Me: “Problems with your hot oil heater?”

Alfie: “What’s a hot oil heater?”

Me: Stares at Alfie in utter amazement.

Me: “How long have you been running asphalt plants?”

Alfie: “This is my third week.”

Me: “At this plant?”

Alfie: “At any plant.”

Me, using my ’inside voice’: “Great!”

As we walked further along I noticed another man with a weed burner diligently heating the fuel lines. The fuel lines? Alfie told me that they ran a blend of waste oil from their shop mixed with diesel. They are a huge dirt work company with hundreds of pieces of heavy iron. He said they mix this waste oil with diesel and burn it. I asked him what was the ratio of diesel to waste oil. He said, “Whatever the shop guys put in it.”

Well, that sounded pretty precise to me, so I decided to leave that alone for the moment. I asked Alfie about a fuel oil heater and he said, “that’s Rodney’s job,” pointing at the dude heating the fuel lines.

Now at this point I had to admit to myself that I seemed to have stepped right into an episode of “The Twilight Zone.” I had driven nearly 600 miles up into the depths of the frozen north to get there, been there less than an hour and was thoroughly astonished at the fact that they were actually able to make about 750 tons of mix a week out of this wreckage. How? Now that escaped me.

But rest assured, it got better…

NOT A GOOD MIX Soon they were ready to make mix.

Alfie got his asphalt circulating (again,

34

to my astonishment) and then, literally faster than I can type this, he started all his motors. No reason to worry about a demand charge up in the frozen north, eh? Now he was ready to move forward with what I thought was a baghouse pre-heating session. I was wrong again. He called Rodney on the walkie talkie and told him to “open the fuel valve.” Before I could say a word, Alfie jetted out of the control room like an Olympic sprinter, grabbed a lit

weed burner and stuffed it up into the burner. The thing lit with a mighty “whump,” rattling the windows and my nerves as I dove up under the counter.

That little bit of drama behind us, I fully expected Alfie to work on preheating the baghouse, but no, there would be no time wasted on that! He started the aggregate, counted down 75 seconds and then turned on the asphalt. All the while the baghouse inlet

ASPHALT CONTRACTOR DECEMBER 2018 www.ForConstructionPros.com/Asphalt

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Cliff has seen it all on his travels helping asphalt plant owners improve their operations. This visit was a challenge.

of slope. If the incoming moisture is 2 percent or so, I may set the drum slope at 1-in. of slope per foot, NEVER more than 1 ¼-in. These guys had this drum set at 2-in. of slope per foot at least.

Dwell time in the drum was about half of what it needs to be because incoming moisture was around 7 percent.

The result of this was that their outgoing mix was literally sizzling when it left the plant. Of course this is an indication of the aggregate not getting dried in the drum. Still full of water. They made about 80 tons, Alfie shut the asphalt off and when the rock turned dry he quite unceremoniously shut the plant down. The last thing he shut down was the burner. By this time the baghouse inlet temperature was near 415° F so I asked him a question.

Me: “Aren’t you worried about catching the baghouse on fire?”

Alfie: “That’s happened twice already,” he said. “I keep a bunch of spare bags.”

Now I had heard it all.

Me: “Don’t you clean the drum out at night?”

Alfie: “Why, I just put rocks back in it tomorrow….”

Well, I had to admit that he had me there.

I have to admit, visiting Bubba Paving and Alfie have been a challenge.

But things are improving now. If you need help at your plant, you know where to reach me. Evidently, no challenge is too tough.

temperature was hovering around 410° F. One thing I should mention, bags start to burn at about 420° F so he was skirting disaster.

After a short time, the drum started to spit out stuff that bore a passing resemblance to hot-mix. Mind you, not the kind of stuff I would send out to a job but as gob smacked as I was to this point, I figured I just clamp the ol’ biscuit hole shut and see how this played out.

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ACON1218_32-37_CliffsNotes_J.indd 35

This is when I noticed that their portable, 72-in. drum was sitting with its tires on the ground and the chassis landing gear in the front. There were no additional legs or supports of any kind.

To say it was shaky would be like saying the ocean is wet.

Another issue with the thing, was that the drum was set at an extreme angle. In areas where the incoming moisture is around 5 percent, I usually set drum slope at ¾-in. per foot

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/12296180

DECEMBER 2018 ASPHALT CONTRACTOR

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When you’re ready to take control of your asphalt production, we have you covered. ADM’s full line of asphalt plants, ranging from 60 – 425 tph, give you the power to lower production costs, increase profitability and grow your business. When you own the plant, you call the shots.

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EX SERIES

Asphalt Drum Mixers

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PRODUCTION NOTES ADM Heavy-Duty Tanks

ChipSpreaders

High-tech asphalt cement (AC) tanks from Asphalt Drum Mixers Inc. provide an economical way to store and monitor liquid AC, and are compatible with both ADM and similar competitive models of asphalt plants.

• Available in a vertical or horizontal/portable configuration • Serpentine coil arrangement provides heat exchange area of more than 1,200 feet, ensuring consistent AC temperatures throughout the tank • Constructed of heavy-duty steel, • Storage capacities ranging from 10,000 to 35,000 gallons • Fiberglass blanket insulation combines with a stucco-embossed .016-gauge banded aluminum jacket to protect the tanks and prevent heat loss • Hot-oil heater includes a fully jacketed firebox, multi-pass fire-tube heat exchanger and 84-gallon thermal expansion tank Search: 10081842

Asphalt Distributors OMI Ecosorb Asphalt Additives

Asphalt Transports

Heavy Duty Trailers

Ecosorb additives are a natural and effective solution for significantly reducing hydrocarbon emissions as well as eliminating organic or inorganic odors associated with asphalt and fuel oils.

• Does not contain amines • Will not react negatively with your binder Search: 10088966

Stansteel Combo Plants Stansteel Combo Plants combine new, used or reconditioned equipment from different suppliers and manufacturers to create an effective and low cost alternative to buying an all brand new plant.

• Can save the contractor $1 million, $2 million or more over the price of an all new hotmix asphalt facility Search: 10146942

Astec Voyager 120 Plant

Live Bottom Trailers

E. D. Etnyre & Co.

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

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Astec introduces the 120 MTPH Voyager plant with a compact, highly portable design.

• Ability to run up to 30% RAP • Built around a counter flow drum featuring v-fights, which provide greater uniformity of the aggregate veil during the drying process and results in better heat transfer, a reduction of fuel use and increased productivity • Hydraulically driven swing out drag and batcher can be set and ready to go in about 10 minutes • Other features include reverse pulse baghouse, a controls cab with fully automated PLC controls, gravity take-up with direct drive, air ride suspension and up to five cold feed bins and two RAP bins Search: 11303574

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ASPHALT CONTRACTOR DECEMBER 2018 www.ForConstructionPros.com/Asphalt

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SYSTEMS WINLC3000 Silo Loadout System Engineered by SYSTEMS Equipment Corp., the Windows-based WIN-LC3000 Silo Loadout System is designed to accurately control truck loading, print delivery tickets, store delivery data and print operational reports.

• Provided with an industrial grade fanless PC, along with a PLC hardware interface • Using a PC separately from any process automation provides the user flexibility in the choice of process control components and subsequent system upgrades.

• Handles virtually an unlimited number of silos • Truck, Customer, Job, Task, Material, Product & Ticket tables • Simplified data entry • Truck scale systems with Weigh In/ Weigh Out capability • Silo inventories displayed in graphical form • NTEP Certified, commercial grade scale weigh indicators • Each silo can utilize an independent remote printer or share a printer • Windows environment • Database back-up to off-site location via network or Internet • Archive of large ticket formats speed up processing & are readily available • Several add-on options available • Optional data transfer to office via Internet (WIN-LC-CLIENT)

RECON® system now offers cellular connectivity, eliminating the need for hard wiring to your network.

MOBILE MONITORING Get alert messages directly to your phone, tablet or PC. Record trending data of temperatures, levels, and alarms.

Recon now gives the option to display metric units or conventional U.S. units.

Easily add the system to a new or existing plant. *some plants may require additional equipment.

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DECEMBER 2018 ASPHALT CONTRACTOR

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PRODUCTION NOTES Dillman Nomad Portable Asphalt Plant Dillman offers the Nomad series of portable asphalt plant, available in three sizes and designed for production capacities of 80, 130, or 175 tons per hour.

• Intended for portability, durability and reliability, Nomad plants meet the demands of a variety of small, medium and large projects that require quality hot mix asphalt • Come complete with three or four cold-feed bins, a dryer/mixer, baghouse, drag conveyor, surge bin and air conditioned control house Search: 12317449

Wirtgen WLB 10 S Laboratory Foamed Bitumen Plant Foamed asphalt is increasingly being used as a binding agent in economical cold recycling.

Preliminary testing with the WLB 10 S mobile laboratory unit allows the quality of the foamed bitumen to be defined precisely in the lab even before construction work begins.

• System is very easy to use, allowing parameters such as water quantity, pressure and temperature to be varied quickly • Machine is perfectly tailored for use in cold recycling and complies with the high quality standards set by testing laboratories Search: 12315461

Libra Systems Web Services Libra Systems' Web Services platform provides real-time information with web alerts and web reports.

• Alerts allow authorized user to configure alerts that are received via text or email • Alert types exist to meet the needs of end-users, salesmen, job foreman, plant superintendents, and general management • Web reports provides authorized users mobile access to company-wide or filtered reports • Administrators may grant selected customers (“end-user customers”) the right to subscribe to alerts or access reports • Web Services automatically, and securely, limits information to what pertains to their particular jobs Search: 12286417

KPI-JCI Astec Mobile Screens Expands MultiFrequency Screens With the success of the GT205 multifrequency, Astec Mobile Screens has designed and manufactured the same technology on a portable PTSC205 plant and GT145 track screen. Astec Mobile Screens will now offer multi-frequency technology for all of its 5-ft,p wide, two deck screens.

• The multi-frequency technology combines a conventional, two-bearing vibrator, traditionally used on an incline screen with a high frequency vibrator on the bottom deck • The combination of systems creates screen with higher G-force • Increased screening energy enables the multi-frequency screen to process material with higher moisture content Search: 21026718

InfraTest Asphalt Analyzer Laboratory Test Machine The InfraTest Asphalt Analyzer provides an automated and enclosed method of performing solvent extractions to verify asphalt content on bituminous mixture and rubber-modified bituminous mixtures, which has been recently approved under ASTM D8159.

• InfraTest’s new ground tire rubber model, Rubber Analyzer, is equipped with a second solvent circuit allowing for the extraction of rubber particles in modified asphalt mixtures • Running the machine and extraction process is simple and requires limited training; the enduser fills up the provided washing drum with an asphalt sample up of up to 3500g, inserts the sample into washing chamber of the machine, then inserts an empty centrifuge cup into the built-in centrifuge compartment to collect the fines. All the chambers are locked before beginning the extraction procedure, via the built-in PC, the number of washing and dry cycles is selected depending on sample type and size. During the extraction process, binder is collected in the binder recovery chamber and solvent is distilled and recycled with only 25ml permanent loss per extraction. Aggregates are washed within the washing chamber, binder and minus #200 fines are automatically separated, and all minerals are dried. After several uses, refilling the unit with new solvent is done through a closed quick-connect system using a manual foot pump or vacuum pump option further limiting interaction with harmful chlorinated solvents • Rubber modified mixes are processed through a built in larger washing drum, using a decantation principle to separate the rubber particles from the mix. Once the mix is warmed up and separated within the washing chamber, the drum gets flooded with solvent.

Rubber particles float up and get collected onto the collection tray above Search: 21026156

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ASPHALT CONTRACTOR DECEMBER 2018 www.ForConstructionPros.com/Asphalt

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Break chains with ease! Hotmix Parts’ Innovative Products will turn an hours-long project into easy work in minutes.

The Precision Pin Pusher Tool pushes pins out effortlessly on 4” and 6” Pitch Chains, which means only one tool for all chain sizes. This one tool increases safety and productivity while reducing downtime and labor.

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

V-flights Allow for a More Even Veil of Material

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V-PAC

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

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

Clarke DeHart,

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

Search: 10072061

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JOBSITE INNOVATIONS |

BY GREG UDELHOFEN, CONTRIBUTING EDITOR

International Conference on SMA Promotes the Sustainability Benefits of This Durable

PAVEMENT

Warm mix Stone Matrix Asphalt is put to the test by the Maryland Department of Transportation on a major interstate connection.

Stone Matrix Asphalt (SMA) extends the use phase of a roadway and has a positive influence on the environmental impact construction causes

A

t the recent National Asphalt Pavement Association’s First International Conference on Stone Matrix Asphalt (SMA), sustainability proved to be the predominant benefit and talking point of presentations and discussions held during the

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event. While durability, performance and rideability have been and continue to be primary benefits of choosing an SMA solution, sustainability has proved and will continue to prove to be an even greater benefit for road agencies looking to maximize the service life of roads in an economically-, environmentally- and socially-responsible manner.

Dr. William R. Vavrik, P.E., vice president and principal engineer for Applied Research Associates, Inc., presented a Life-Cycle Cost Analysis (LCA) to evaluate the sustainability of SMA mixtures and how the Illinois Tollway implemented a sustainable approach in 2006 to build and maintain the road network, saving $200 million over a 10-year

period in the process (see sidebar.)

As the tollway executive director stated in 2011: “As good environmental stewards, the tollway’s capital program promises to be the cleanest and greenest program in tollway history.”

2014 statistics validate that objective with 659,000 tons of recycled asphalt, 540,000 tons of recycled concrete and 24,000 tons of recycle asphalt shingles used to construct new tollway projects.

By using LCA, all aspects of the tollway program can be measured and improved results, both in network enhancement and cost-savings to achieve those improvements, can be reported to customers – motorists who are paying to drive on the tollways.

CRADLE TO GRAVE The LCA approach is a cradle to grave interaction of the environment and production system. By constructing long-lasting SMA roads using recycled materials, the self-funded Illinois Tollway can maintain quality roads while limiting toll increases over the life span of the network. The LCA framework considers the cost of acquiring materials, constructing the roads, using the roads, maintaining the roads, and the end-oflife replacement cost of the structure.

As Vavrik noted, the Illinois Tollway has 12-years of sustainable SMA experience to draw from as it

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Implementing Sustainability Research Saves Illinois Tollway More Than $200 Million The adoption of more innovative and sustainable material specifications on the Illinois Tollway saved an estimated $218.5 million between 2004 and the start of 2016. Sustainable recycling of aggregate, asphalt and concrete materials have yielded substantial economic benefits, in addition to environmental and social benefits.

AGGREGATES In 2004, approximately $9 billion of an $18-billion, 25-year capital program were allocated to reconstruct and expand much of the Tollway. On-site processing techniques and concrete pavement rubblization proved to be a vital component in implementing a sustainable solution. The Tollway rubblized nearly 32 miles of concrete pavement in place along the Interstate 88 (I-88) extension for reuse as the new base for an asphalt pavement. The cost of this strategy saved the tollway approximately $29.5 million. The Illinois Tollway’s program management organization, HNTB, confirmed that the remainder of the capital projects saved an estimated $83.5 million through 2015 by recycling all pavements into the new bases of the reconstructed and widened roadways.

ASPHALT Similar savings could be achieved with more sustainable asphalt materials without sacrificing performance or durability.

Sustainability activities evolved into an Illinois Tollway–sponsored research program in 2009.

GROUND TIRE RUBBER–MODIFIED ASPHALT BINDER In 2006, the Illinois Tollway joined a task force initiated by the Cook County Highway Department to field-test high-performance stone matrix asphalt (SMA) mixes with asphalt binder modified at the asphalt terminal to include shredded scrap tires at up to 12 percent of the mix. The mix samples were evaluated for

evaluates the LCA program approach in determining how to move forward in maintaining a cost-effective road network that best services the needs of customers. Smoothness, rolling resistance (fuel economy) and extended life (roads that are not clogged with constant construction) are all important to the motorists who pay to use those roads.

The dynamic 294-mile Illinois Tollway transportation network carries 1.6 million vehicles per day, with 88 percent of them paying electronically.

With no state or federal funding, building better, smoother roads that last

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long-term performance. Results showed that the expected life of SMA mixes modified with ground tire rubber (GTR) would be equivalent to that of the standard polymer-modified SMA mixes. The mixes could also be produced without the cellulose fibers needed to minimize the draindown or surface flushing of asphalt binder. GTR-modified SMA mixes save an estimated $7.50 per ton by eliminating the need for fiber reinforcement. This equates to a savings of $2.2 million for the 300,000 tons of SMA the Illinois Tollway produced from 2008 to 2011.

FRACTIONATED RECLAIMED ASPHALT PAVEMENT The Illinois Tollway also began investigating fractionated reclaimed asphalt pavement (FRAP) in 2007 and found that asphalt mixes could contain an average of 15 percent more RAP with fractionation and that the pavement would have the same high performance as RAP mixes used by the tollway and by Illinois DOT. The increased FRAP reduced the costs of the asphalt mixes by $10 to $15 per ton. A reconstruction and widening project placed approximately 800,000 tons of high-FRAP asphalt mixes on the Jane Addams Memorial Tollway (I-90–I-39) in 2008 and 2009, with an estimated cost savings of $10 million. These levels of savings have continued after implementing higher quantities of FRAP. RECYCLED ASPHALT SHINGLES In 2009, with the help of a grant from the U.S. Environmental Protection Agency, the Illinois Tollway teamed with Iowa State University and the University of Illinois to study the combination of recycled asphalt shingles (RAS) with high FRAP in shoulder mixes. Up to 5 percent RAS allowable in asphalt mixes can reduce the need for virgin asphalt binder by approximately 20 percent. The same year, a project placed polymer-modified SMA

longer has been a primary impetus to the introduction of SMA to the tollway’s toolbox in 2008. Several hundreds of thousand tons of friction surface SMA has been placed since then.

As Vavrik notes, Pavement Management Data proves SMA mixes last longer than conventional dense graded mixes.

The Condition Rating Survey (CRS), developed by the Illinois DOT and used by the Illinois Tollway, validates the service life of SMA roads with data collected on surface distress, roughness (International Roughness Index), rutting and faulting. With a grading system of

mixes that used RAS as a fiber substitute on I-90–I-39. The Illinois Tollway now permits RAS in all asphalt mixes at levels up to 5 percent. The savings with RAS depends on the asphalt mix, but are estimated at $5 to $15 per ton. Approximately 2.6 million tons of asphalt mixes with RAS were produced between 2010 and 2015, yielding a savings of around $21 million. Research confirmed that high levels of asphalt binder replacement with RAS and FRAP in high-performance SMA mixes do not reduce durability when the byproduct materials are properly processed The Illinois Tollway increased the use of recycled materials and reduced the use of liquid asphalt, virgin aggregates and fiber reinforcement in all asphalt mix designs without compromising quality. These changes in the asphalt mix designs resulted in savings of $74 million dollars for the tollway from 2007 through 2015.

LOOKING AHEAD Ongoing initiatives include warm-mix asphalt for most Illinois Tollway asphalt mixes, the development and application of precast concrete pavements and durable high-early-strength concrete patching mixes, the reengineering of the design for continuously reinforced concrete pavements, and the development of standards and policies for accelerated bridge construction. These initiatives do not have large up-front cost savings but are expected to yield substantial life-cycle savings by reducing maintenance needs and extending the service life of bridges and pavements.

This material is reproduced with permission of the Transportation Research Board. The full version of this article was originally published in TR News, No. 308, March–April 2017, pp. 39–41, Copyright, National Academy of Sciences, Washington, D.C., 2009.

9 for excellent and 1 for poor/failure, the tollway maintains its roads above a 6.5 rating. The CRS evaluates pavement type, surface thickness and Estimated Single-Axle Load (ESAL).

“As a toll road system, we must maintain a higher standard to satisfy our paying customer,” Vavrik says. “When we started using polymer modified asphalts in the late ’90s, we extended pavement life by three million EASLs, approximately three years. Now SMA has extended the pavement life even further.”

SMA extends the use phase of a roadway and has a positive influence

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JOBSITE INNOVATIONS

Some SMA facts: • Best SMA surface course starts with a quality constructed base course • 40 percent of state DOTs have an SMA specification • SMA cost more but lasts longer than a dense-graded Superpave mix • First machine-placed SMA in Germany (1968) lasted 30 years • Current German SMA projects have a 20-year life cycle • First U.S. SMA pavement placed on I-94 in Waukesha County, WI in 1991 • Life-Cycle Cost Analysis shows SMA is a durable rut-resistant, crack-resistant pavement • From 2011 to 2015, U.S. SMA production increased from 68,000 tons to 1,872,000 tons annually • SMA can cost $6 to $31 more per ton than a dense-graded mix • An SMA surface course can last 23 years versus 13 years for Superpave surface course • SMA cools quicker than a dense-graded mix • Crumb tire rubber can be used in an SMA modified binder to improve performance and eliminate the cost of fiber filler

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on the environmental impact construction causes. Whenever you can reduce the frequency you have to source virgin materials based on how often you must construct the road and the reduction of materials you need because you’re recycling aggregates and binder, both have a positive impact on the environment. Recycling materials and reducing the construction activity required to construct and maintain a roadway also has a positive impact on reducing the impact of global warming.

WHY SMA MAKES SO MUCH SENSE Randy West, director for the National Center for Asphalt Technology (NCAT), says the ongoing evaluation of SMA mix designs and placements at the testing track outside of Auburn, AL continue to deliver improved performance data. While the average cost of an SMA pavement is approximately $19 more per ton than a polymer modified Superpave mix, test pavements have proved SMA to deliver better overall performance and longer service life than traditional

pavements. And, with the ability to add recycled materials like RAP and recycled asphalt shingles (RAS), those longer lasting SMA mix designs can be an economical solution to maintaining road structures. Six states currently allow up to 15 percent RAP in SMA mix designs, and current SMA warm mix asphalt (WMA) designs produced allow up to 13 percent RAP and 5 percent RAS. Some contractors are also experimenting with DOTs on the use of crumb tire rubber (CTR) added to SMA mixes to eliminate fiber content while fortifying the binder. The CTR mix has eliminated or minimized the reflective cracking common when overlaying Portland cement concrete roads.

West adds that the test facility has not had an SMA failure after 60 million EASLs. With 32 SMA mix designs placed, starting with eight in 2000, eight in 2003, three in 2006, two in 2009, seven in 2012 (including WMA, RAP, RAS, GTR), three in 2015 and one in 2018, NCAT has gathered a considerable amount of performance data that further supports the use of SMA. On major thoroughfares in urban applications, SMA has provided promising results as a quiet pavement option. When comparing the cost of noise abatement walls with the cost of an SMA pavement, the SMA proved to be a much more economical solution in reducing highway noise in the adjacent residential neighborhoods that border the high-traffic arterials.

The bottom line for many applications is that SMA delivers more than extended service. SMA provides positive socioeconomic benefits: improved fuel efficiency, noise reduction, and an improvement everyone’s overall health.

For more information on SMA, visit ForConstructionPros. com/20979521

ASPHALT CONTRACTOR DECEMBER 2018 www.ForConstructionPros.com/Asphalt

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JOBSITE INNOVATIONS |

BY CURT BENNINK, CONTRIBUTING EDITOR

Trucks Accurately Place .

jobsite materials

Stone Slinger trucks are based on a hopper-style truck body with a live floor feed and a highspeed boom conveyor, which is configured to focus materials into a narrow stream as they are projected from the end of the conveyor.

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ASPHALT CONTRACTOR DECEMBER 2018 www.ForConstructionPros.com/Asphalt

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ls

Reduce rehandling and cleanup time by accurately placing materials on the jobsite

C

lass 8 trucks often transport materials over the road to the jobsite where they are stockpiled or dumped in front of dozers or motor graders that ultimately spread the materials. On construction sites and road building projects, dump truck drivers may also attempt to spread the material while unloading the bed.

Standard dump trucks can be used to place materials using a “tailgate spread.”

This is when a driver dumps material out of the back of the truck while moving forward, using the chained tailgate to slow the flow of material while slowly raising the bed. But this is not a precise way to distribute material.

Many factors affect the quality of a tailgate spread, including the width of the area where the material is to be placed, steep areas or inclines and material stickiness. It becomes a real test of skill, since construction crews are relying on the drivers’ accuracy throughout material placement.

It takes a lot of practice to learn how different materials react to this spreading process. Sand will obviously move out much faster than gravel. The driver will also need to ensure the dump tray is being raised at the right speed. Too slow and the material won’t flow as required, and moving too fast will see too much of the material being laid.

Even the type of dump body can influence the results. For example, elliptical body designs lend themselves to uses where material typically hangs up.

The elliptical contoured floor will assist with an easier flow.

In some cases, you can save significant time and effort by placing transported materials directly where they are needed with specialized solutions. You can save on the cost of support equipment as well as any labor needed to spread the material.

• Most accurate additive system – and it saves on energy costs • High efficiency on-demand style heater heats only the metered additive – no need to heat the additive tank • Coriolis mass flow meter for extreme accuracy • Positive displacement, variable speed pump handles even the most viscous additives • Fully assembled and skid mounted for easy installation on any plant • Complete on-board controls easily integrated with existing plant controls • Patent 9719214

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DECEMBER 2018 ASPHALT CONTRACTOR

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JOBSITE INNOVATIONS

Dump Trailers Maximize Payloads Dump trailers are typically less maneuverable on the jobsite than straight trucks, but they often have the capability to handle larger payloads. A standard tandem dump truck typically has a capacity of 13 tons. You can increase this by adding axles to the truck. A tri-axle dump truck generally has a 15-ton capacity and a quad-axle dump truck can handle around 17 tons of payload. Dump trailers, on the other hand, can carry up to 26 tons, depending on the length. Materials can often be rapidly unloaded, as well. Bottom dump models, for instance, can unload a 21-yd. load in about 25 ft.

When it comes to spreading materials on the jobsite, trailers offer varying degrees of capability.

For precisely placing materials, you can choose from bottom dump, live bottom or side dump trailers.

While end dump trailers are common for transporting quantities of material, you need the truck to remain stationary when unloading due to the potential tipping hazard.

Bottom dumps allow material to be precisely laid on a windrow right and left, or spread evenly across the rear of the trailer when it opens front to rear. They are widely used for stockpiling, material transport and asphalt paving.

Bottom dumps are a popular choice for laying a windrow of asphalt in front of a paver laydown machine. There is no need to stop the laydown machine; it is basically a continuous flow of asphalt.

The continuous windrow can help produce a higher quality mat with fewer seams.

Bottom dump trailers are quite versatile, but like any equipment, they have their limitations. There are restrictions on material size that can come down through the gate and flow out cleanly underneath the axles. If you need to haul material that averages 1 to 2 ft. in diameter, a bottom dump is not well-suited for the application.

Live bottom trailers offer benefits similar to bottom dumps. A live bottom trailer is a semi-trailer used for hauling loose material such as sand and gravel.

It is an alternative to a dump truck or an end dump trailer since it allows operation under overhead obstructions.

Live bottom trailers can be used in several asphalt applications, including on roads and interstates.

They can also be used on parking lots to transport materials. However, the parking lots must be at least a couple of acres in size in order to make using the live bottoms efficient.

Another trailer type that can accurately place aggregates on a jobsite is the side dump trailer. These trailers are particularly well suited for site prep work.

Their design allows the operator many options when dumping. The driver can stop and dump the load, windrow it or dump it over a K-rail or bridge. Drivers can place product — whether it’s dirt, gravel or rock — exactly where it needs to be. It can all be done on the run; you don’t have to stop, scrape out the tub, then move the material where it’s supposed to be.

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UNIQUE SOLUTIONS In typical stone ALLOW ACCURATE applications, a Stone PLACEMENT Slinger system can There are various options that allow accurately place material more precise placement of materials up to 100 ft. from the directly from the transport vehicle. truck. The throwing One of the more innovative methods distance will be less for is with a high-speed conveyor truck. light-density “fluffy” Unlike traditional methods, a materials. A shorter high-speed conveyor truck unloads conveyor is also available and places material in one motion, for close-in applications with one driver/operator. Other such as roadway and methods require a truck driver to sidewalk reconstruction in deliver and unload the bulk material, older, heart of city work. plus additional equipment and crew to move the material into place where it is actually needed. The benefits of completing the operation in one motion include:

ASPHALT CONTRACTOR DECEMBER 2018 www.ForConstructionPros.com/Asphalt

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the Liquid Asphalt Tank Heater/Agitator

• Replaces conventional coils • Patented design heats & blends • Horizontal or vertical tanks • Easily installed and maintained from outside the tank • Powerful siphon jet pump moves 1500 gal/minute • 500% more efficient heat transfer • No internal moving parts • Comes as a complete unit • Lower costs for equipment — no additional machines required to transfer and place material • Lower costs for work crew — no added crew required to receive or handle material • Time savings — off load and place a full truckload of stone or soil in a short period of time with minimal cleanup • Material savings — no losses due to stockpile; place only as much material as needed, where needed • Flexibility — one system places stone, topsoil, sand, gravel and mulch; 100ft. range to work around obstacles and limited access points; deliveries

scheduled independent of other tasks for jobsite crew • Safety — less moving traffic and less congestion on jobsites; remote control allows less climbing and reduced dust and noise for operators.

“These factors combined result in lower total cost per load, and lower costs to complete the project in less time,” Scott Nelson with W.K. Dahms Mfg. Ltd says.

W. Keith (W.K.) Dahms developed a solution to transport and precisely place aggregate materials using a highspeed outboard rear conveyor mounted directly on a truck body. He named it the Stone Slinger.

• Patent 9719214

800-292-6070 Call toll free: maxamequipment.com Search: 10073815

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JOBSITE INNOVATIONS

Three new 37-ft. live bottom trailers from Trail King increased Shepley Motor Express’ hauling capacity 40%. Contractors can experience smoother maneuverability with live bottom trailers vs. dump trucks because the unit won’t have to adjust to overhead obstructions.

“It was originally developed to deliver and place, clear and frac 3/4-in. stone for foundations and weeping tile applications,” Nelson says. “Customers quickly adopted it for use with sand and gravel. Since then, the design has been modified to handle a broader range of material including topsoils, mulches and wood chips.”

The trucks are designed to precisely place materials via a movable conveyor.

“The Stone Slinger is a hopper-style truck body with a live floor feed and a

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high-speed boom conveyor, which is configured to focus materials into a narrow stream as they are projected from the end of the conveyor,” Nelson describes. “The rig is controlled from an elevated station on the truck or with a wearable remote control package. Hydraulic valves allow remote control of the volume of material fed into the stream and the speed of the boom conveyor, as well as the conveyor’s angle of direction and elevation.”

These trucks can handle a range of materials. “The type of material will affect the Stone Slinger’s maximum effective range for placing material, but in general, it can handle the same material types that are suitable for delivery in a dump truck,” he says. “In typical stone applications, a Stone Slinger system can accurately place material up to

100 ft. from the truck. The throwing distance will be less for light-density ‘fluffy’ materials. A shorter conveyor is also available for close-in applications such as roadway and sidewalk reconstruction in older, heart of city work.”

The operator directs the flow of material to where it’s needed. “To aim the material stream, the conveyor can swing laterally through a 270° arc, and can be raised or lowered through 46° of elevation, 23° above and below horizontal.”

The speed of placing the materials depends on how much precision is required. “In most high-speed

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applications where the conveyor is projecting the material over some distance, the Stone Slinger can unload upwards of approximately 3 tons per minute,” Nelson says. “The high-speed conveyor will unload and place a full truckload in about half an hour when very precise placement is required. If the application simply requires the load to be dropped in one place, the live bottom and conveyor will unload the complete truck in about four minutes.”

REMOTE CONTROL SIMPLIFIES PLACEMENT A remote control for the Stone Slinger not only controls the speed and direction of the conveyor, but allows the operator to remotely maneuver the truck around the jobsite. A single set of controls can run the conveyor and

High-speed conveyor trucks are designed to precisely place materials via a movable conveyor. This can turn material placement into a one-person operation.

reposition the truck with Creep Drive for ideal placement of the material.

The Stone Slinger Creep Drive adds a complete hydrostatic drive system to the standard powertrain of the truck. A hydraulic-driven gearbox is inserted into the driveline. A CAN Bus panel controls all hydraulic and operating functions and communicates with the remote.

“Bottom dump trailers are popular for laying a windrow of asphalt in front of a paver. This can help produce a higher quality mat with fewer seams.”

Ground speed of the truck under hydraulic power is limited to a fast walking speed. If the truck is on an incline, the hydraulics will brake its speed automatically. If the wheel speed exceeds 2.5 mph, the CAN Bus will shut down and stop the truck.

John Da Silva of Rock Concrete Forming Ltd., Mississauga, Ontario, has experience with the Creep Drive remote control on the Stone Slinger. He says the investment has paid off well. “It’s the time savings that pays you back,” he states.

“On a typical weeping tile job, the driver has to go back and forth to move the truck four or five times. Each time when you get into the truck, you have to turn the PTO off, drive the truck, put the air brakes on again and restart the PTO,” Da Silva notes. By using the remote control to move the truck, the operator remains outside the cab to keep the material flowing until the load is completely delivered.

Da Silva believes outside of the truck is the right place for operators to be. “You get out here and you can see everything,” he says. “We are always working in very tight spaces. You can watch the wheels and the ground more closely than if you were steering from the cab. You won’t ever put the truck in a pothole or a ditch, so you never have to wait for another truck to come pull you out.”

The Creep Drive translates into better job quality with less wasted material, Da Silva adds. By making it easy to move the truck into the best location, Creep Drive helps operators distribute material more precisely and consistently. That translates into lower costs for clean-up and material.

Trunnion Alignment Tool

• Makes alignment easy and accurate • Eliminates trial and error alignments • Reduces maintenance costs • Extends life of tires • Reduces wear on trunnion rollers • Reduces wear on trunnion bearings • Eliminates risk of damage caused by misaligned trunnions

800-292-6070 Call toll free: maxamequipment.com Search: 10073815

www.ForConstructionPros.com/Asphalt

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JOBSITE INNOVATIONS

An ejector body features an ejector ram installed in the bed of the truck that pushes material out of the rear of the dump body.

Because a low center of gravity is maintained, the risk of rollovers that can occur when a body is raised is eliminated.

EJECTOR BODIES ALLOW PRECISE CONTROL Another alternative to a standard dump body is the ejector body. These bodies feature an ejector ram installed in the bed of the truck that pushes material

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out of the rear without having to raise the dump body. Because a low center of gravity is maintained, the risk of rollovers that can occur when a body is raised is eliminated.

J&J Truck Bodies & Trailers, Somerset, PA, offers a Horizontal Ejector (HE) that allows precise control when unloading aggregates and asphalt. It features the DynaControl hydraulic system with AutoFeed, a hydraulic double-acting high-lift tailgate and the AWARE camera system.

AutoFeed automatically moves the load forward when the spreader is low on material. The AWARE camera system allows operators to see the position and operation of the ejector inside the body and ensures visibility behind the truck when operating in reverse. “The horizontal ejector technology is a lower cost, easier to maintain solution than other conveyor/auger bodies currently on the market,� asserts Mike

The speed of placing the materials depends on how much precision is required. In most highspeed applications, where the conveyor is projecting the material over some distance, the Stone Slinger can unload upwards of approximately 3 tons/minute.

Riggs, senior vice president, J&J Truck Bodies & Trailers.

Whether high-speed conveyor trucks and ejector bodies are well-suited for your jobsite depends on a number of factors, including the desired cycle time and payload capability. You must carefully compare the payload weight capacity vs. the potential time, labor and equipment savings to determine the best solution for your operation.

For more information on asphalt dump selection, visit ForConstructionPros. com/20970383

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RAP IS WORTH WHAT IT REPLACES.

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

Visit kpijci.com to learn more.

KPI-JCI and Astec Mobile Screens

Astec Industries Companies

700 WEST 21ST STREET • YANKTON, SD 57078 USA • 800.542.9311 • FAX 605.665.8858 • kpijci.com Search: 10075552

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JOBSITE INNOVATIONS |

BY ALLAN HEYDORN, CONTRIBUTING EDITOR

Improving Pizza Delivery by

IMPROVING ROADS

Domino’s “Paving for Pizza” ad campaign helping to protect your carryout pizza

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ormally when Domino’s Pizza asks “small, medium or large?” they’re filling an order for a pizza. But since last July, they’ve been filling small, medium and large potholes while providing for other road repairs – and they’re only half done.

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That’s because a clever ad campaign that required input from pizza-buying customers and cooperation from various municipalities has already helped repair pavement in almost two dozen states – and Domino’s Pizza is on its way to smoothing the route for pizza carryout and delivery for one city in each of the 50 states.

Initially the ad campaign had planned to provide a $5,000 grant to 20 municipalities, the idea being that the cities would put that money to use repairing roads.

“We started in July and it really took off. People loved it,” says Jenny Fouracre, director of public relations for Domino’s.

“So at the end of August we decided to amp it up and do one municipality in all 50 states.”

By early November, 22 cities in 22 states “have done everything they need to do and have started the process of paving” and Dominos has handed out $110,000 in Paving for Pizza grants.

“And we’re working through the next 28 states,” Fouracre says.

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The site invites visitors to select a road condition (they can choose mild, moderate, critical or catastrophic) from its “Pothole Impact Meter.” Once selected, the site plays a video – the “Pizza Damage Report” – to show exactly what happens to a pizza as it is driven to its destination over a road in that condition.

Visitors to the site can then enter a zip code for their city or county to help get a Paving for Pizza grant for their town.

Fouracre says the site has received more than 137,000 nominations covering more than 15,000 zip codes.

Once a city has accepted a Paving for Pizza grant, Domino's sends them a check along with a Paving for Pizza Asset Kit that includes worksite signs, business cards and magnet signs for the trucks.

HOW “PAVING FOR PIZZA” WORKS “The idea for the campaign was the result of a lot of talking with our customers,” Fouracre says. “We have a whole team that is devoted to getting customer insights, and they heard a couple of stories regarding carryout pizzas and people driving their pizzas home.”

So Dominos looked into it and realized that the pizzas being driven over roads that are in poor condition can be damaged before they can be eaten.

To verify the extent of damage, Domino’s placed a camera inside a pizza warmer, then drove the pizza over roads of varying quality. The camera recorded the results, and the results can be seen at PavingforPizza.com, under the tagline “Bad roads shouldn’t happen to good pizza.”

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of the city’s attorney or whatever their specific process is. So even once we select a municipality, it can take a while before we can send them the grant. But once all the Is are dotted and the Ts are crossed we send them a check and an Asset Kit and they can give us the date they plan to start paving.”

The Asset Kit, Fouracre says, is to inject a little fun into the campaign and the process. It includes jobsite signs, magnetic truck signs with the Domino’s logo, Paving for Pizza business cards and stickers and stencils for use once the job is done.

Fouracre says that Domino’s asks each municipality to use the $5,000 for paving projects in their town “and they get to decide how that happens.” She says many of the municipalities have their own crews to perform road repairs, but municipalities aren’t prevented from subcontracting the work to a private contractor.

She says cities are welcome to report back to Domino’s what they accomplished with the grant and a number of them have: • Bartonville, TX – Filled 8 potholes and repaired 3 roads • Athens, GA – Repaved 150 square yards of failing roads • Burbank, CA – Repaired 5 potholes, 1 road improved • Milford, DE – Repaired 40 potholes on 10 roads in 10 hours Other cities that have accepted a grant and are in the process of repairing roads include Wilkes-Barre, PA; Fitchburg, MA; Kinston, NC; Des Moines, IA; Marion, TX; Havre, MT; Milwaukee, WI; Hamtramck, MI; Grand Forks, ND; New Orleans, LA; and Jackson, MS.

Domino’s tracks and counts the nominations for each zip code and the zip codes with the greatest number of nominations become eligible for a grant. Domino’s then reaches out to the municipality.

“Every municipality is different because some are not set up to accept a grant,” Fouracre says. “So we can’t just give them the money. Some have to get city council approval or the approval

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Local Domino’s stores have delivered free pizza to Paving for Pizza workers on the job.

JOBSITE INNOVATIONS

FUN...AND SUCCESSFUL “It’s been a campaign that’s been fun for our customers, for the cities and for our stores,” she says. “Our customers like that they’re being listened to and we think everyone is having some fun with it.

“For us, it’s being part of their community. People really love that we’re out there doing something for their neighborhood and our stores really like it – after all it’s their neighborhood, too, and they’re getting some recognition for it.”

In fact, local Domino’s outlets are supporting the program by providing free pizzas to Paving for Pizza crews on the job.

Fouracre says the campaign will continue until Domino’s has provided grants By early November, 22 cities in 22 states have qualified to receive Domino’s $5,000 Paving for Pizza grant and have started or completed their paving work.

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to one city in each state. She said a number of municipalities are currently working through their process so they can accept a grant but there are still additional cities in additional states to be selected.

She expects the approval process to continue through the winter, but some cities have already indicated they will wait to spring to make their road repairs.

“The concept is we care about our customers and their experience and we want to make the carryout pizza experience the best it can be,” Fouracre said.

Nominations for cities are being accepted through the end of 2018.

For more information on repairing potholes, visit ForConstructionPros. com/12305807

A Paving for Pizza stencil gives crews an opportunity to “sign” their work.

The Importance of Pizza “Potholes, cracks, and bumps in the road can cause irreversible damage to your pizza during the drive home from Domino’s.

We can’t stand by and let your cheese slide to one side, your toppings get un-topped, or your boxes flipped. We’re helping to pave bad roads in all 50 states so that you can get your pizza home smoothly, no matter where you carry out.”

– from the Paving for Pizza website

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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 elevator and 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 Paver hopper management system maintains distance between MTV and paver and manages paver insert material level • Cat® dealer sales, service and support

www.weilerproducts.com Search: Search: XXXXXXXX 10075409

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JOBSITE INNOVATIONS Hamm Compact Roller Line Models in Hamm’s Compact Line of articulated tandem rollers offer big compactive effort in a small package that is equally at home for patching, commercial or roadbuilding applications.

• The line includes the HD 8 VV, with a drum width of 31.5 in.; the 39-in. HD 10 VV and the slightly smaller HD 10 C VV; the 47-in. HD 12 VV; the 51-in. HD 13 VV; and the 54-in. HD 14 VV • Each offers offset capability to enable compaction against a curb without risking damage from trailing drum • The HD 10 VT, HD 12 VT, HD 13 VT and HD 14 VT are combination models with smooth drum in front and four smooth pneumatic tires in rear. The HD 12 VO and HD 14 VO include standard vibration in the front drum and Hamm Oscillation in rear.

Search: 12033048

Weiler P265 Asphalt Paver The Weiler P265 commercial paver provides heavy-duty components in a compact paver.

• Mechanical controls provide simple and reliable operation while cable operated ground drive controls allow operation from either side of the machine

Caterpillar AP1055F Asphalt Paver The AP1055F high-production, rubber track paver provides a 25-ft. maximum paving width using the SE60-Series or XW-Series screeds.

• 225-hp Tier 4 Final engine with Eco-mode and automatic engine speed control • 70-kW integrated generator • Dual operator stations • Mobil-Trac undercarriage • Cat Grade Control Search: 12315167

Roadtec SP-100e Paver • 3,000 lb (1360 kg) screed features a paving range of 7’ 8” to 14’ 4” (2.3 m to 4.4 m) with electric heat • Screed mounted upper and lower augers, flow gate style cut-off doors and independent control of each side of the delivery system provide precise material control • Highway class chains, conveyor and auger bearings provide long-term reliability and extended wear life • Durable undercarriage with 70-in. track length, 53-in. of ground contact and 125 mm track chain pitch provides smooth ride and excellent flotation with automatic track tensioning Search: 21018774

Thermo Hog Longline Striper Thermoplastic long-line truck can apply yellow or white thermoplastic lines either individually or simultaneously.

• Hog Melter is a processing plant that can melt thermoplastic at a rate of 8,000 lbs. per hour per color • Hog Melter evenly heats the surface using heated oil, giving you 41 times the heated surface as a conventional melter • Hog Melter goes from cold to full production in under 1 hour • Hog Pump is 75% smaller than a standard thermoplastic pump and can be repaired without removing it from the truck

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

• Base paving width of 10 ft.

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

Search: 21029862

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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

’’

ASTEC, INC.

an Astec Industries Company 4101 JEROME AVENUE • CHATTANOOGA, TN 37407 USA • 423.867.4210 • FAX 423.867.4636 • astecinc.com Search: 10072061

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JOBSITE INNOVATIONS Carlson CP100 II Commercial Paver

Volvo DD105 Tier 4 Final Compactor The 10-ton DD105 is available with eight amplitude settings and Volvo Intelligent Compaction or Volvo Intelligent Compaction with Density Direct.

• 66-in.-wide front and rear drums • Standard dual-amplitude settings allow drum forces to be easily adjusted according to material depth • 114-hp Volvo 3.8-liter, Tier 4 Final engine • Auto-idle and ECO mode can reduce fuel consumption by up to 30% • Visibility-enhancing pedestal frame • Pressurized water system with triple filtration

The next generation of CP100, the Carlson CP100 II features the new, single-slide EZCSS electrically heated screed.

• 100-hp Cummins QSF3.8 Tier 4 Final engine • Service and accessibility with a one piece forwarding tilting hood, large side doors and access panel in the 9 ton, heavy-duty hopper • Heavy-duty, highway-class wear components, including fully replaceable floor plates, strongest chains and slats in their class, fully sealed auger bearings and exclusive horizontal sliding damper doors • Fully customizable to the needs of the contractor, including 2- and 3-person configurations, high output LED light package, power crown and power slope • Single slide EZCSS 8’-15’ electrically heated screed with adjustable slide blocks, full length element holddowns, deck cone leveling system and patented 2% tapered design Search: 12305555

LeeBoy 3000C Force Feed Loader

Search: 12185806

MRL Rumble Strip Cutting Machine Rumble Strip Cutting Machine makes continuous or patterned cuts and is designed for one-operator use on edgelines and centerlines.

• 11,000-lb, 16-in.-wide, 84-tooth mill drum assembly • Perform up to three cuts per second at up to 3 miles per hour • Flatbed includes 500-gallon water tank and air compressor • Back-up camera system, safety and work lights • Epic Solutions communication system for operation Search: 21026342

Dynapac CO4200 Generation VI Doubledrum Roller The CO4200 Generation VI roller features an oscillation force of up to 27,450 lbs. with an oscillation frequency of 2,400 vpm.

• When operated in vibration mode, it delivers up to 28,780 lbs. of centrifugal force and a vibration frequency of 3,060 vpm in high amplitude mode and 18,880 lbs. of centrifugal force and 4,020 vpm in low amplitude mode • Its drum shell is fabricated from Hardox 450 abrasion-resistant steel • A balanced operating mass for the front and rear modules helps reduce roller marks and deliver a consistently compacted surface with every pass • The unit is powered by dual Cummins QSF3.8 water-cooled turbo diesel engines and can reach ground speeds of up to 7.5 mph

• 130 hp Cummins Tier 4 Final Diesel Engine with Two-Speed Hydrostatic Transmission • Choice of tapered or multipurpose moldboard • 30-in. Wide variable speed, reversible, cleated conveyor belt • Fully enclosed, lockable cab with clear visibility of the front feeder and rear conveyor • Year-Round windrowed material loading

• Discharge material to either side of the machine with optional swivel conveyor • The 3000C Force Feed Loader is ideal for removal of snow, leaves or dirt making it the perfect jobsite companion.

Search:21027390

Search:21021876

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Search: 10074806

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PRESERVATION UPDATE |

BY JESSICA LOMBARDO, EDITOR

reducing wast

improving r

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ste, g roads

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Michigan installs first recycled tire chip seal application in the United States

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ccording to a survey conducted by the National Asphalt Pavement Association, more than 1.5 million tons of recycled tire rubber and other waste materials were used in 2017 in the production of nearly 7.5 million tons of asphalt paving mixtures. Recycled tire asphalt not only keeps tires out of landfills, these mixes have shown to have increased durability, reduced reflective cracking, increased skid resistance and less ride noise.

Recently, Michigan decided to extend their use of recycled tire asphalt by incorporating it into a chip seal application, the first installation ever tested in the United States.

“The work in Kalamazoo demonstrated new applications,” Michigan Technological University professor of civil and environmental engineering Zhanping You says. “Ground tire rubber (GTR) has generally not been used much in chip seals and the products that are being used for this project are being used for the first time used in the U.S.” The project, located on West W Avenue from the Schoolcraft village limits to Portage Road in Kalamazoo, MI, consisted of 16,000 feet of roadway with materials alternating every 4,000 feet.

Sections of hot rubber overlay and chip seal alternate between sections of conventional overlay and chip seal, used as a control material to help evaluate the experiment's results. The two test sections were designated to investigate the use of reacted and activated rubber -- composed mostly of finely ground used car and truck tires -- to create cost-effective, long-lasting, safe and environmentally friendly mixes and surface treatments for roads.

“The project included reacted rubber for both the hot rubber chip seal (HRCS) and the hot rubber thin overlay (HRTO) based on the research development,” You says. “Michigan Tech researchers have used GTR in asphalt emulsion so that

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PRESERVATION UPDATE

An estimated 13,672 scrap tires were recycled to create a hot chip seal and rubber overlay applied to W Avenue near Schoolcraft.

the GTR modified asphalt emulsion is used for a different rubber chip seal, which is very different than the HRCS. “The HRCS is a technology to extend the pavement service life in relative high traffic volume roads. This type of chip seal will use around 30% of reacted rubber in the asphalt liquid, instead of using conventional asphalt emulsion. The HRTO will use 40% of reacted rubber in the asphalt binders. Both of these are ideal to improve the durability of the mix and preventive maintenance treatments.”

The project was made possible through a collaboration with Michigan Technological University. Students had the opportunity to complete laboratory tests on aggregates shipped from Kalamazoo and create an in-house design of the material

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used during construction on the site.

"The one thing, of course, is to benefit our research," You said. "The other is it improves industry awareness of the option to use scrap tires so agencies like the road commission will be able to use tires in their future projects."

The designs created during lab tests at the university in Michigan's Upper Peninsula were used at the asphalt plant producing the material. During the construction phase of the project, two undergraduate and two graduate students came to Kalamazoo to observe the process.

INNOVATION ISN’T EASY With any new process, there’s always a learning curve to get it right. This operation required specialized processing that

involved plenty of chemistry to provide just the right mix of scrap tires and other materials that typically go into making conventional hot mix asphalt.

The mix for this project was developed by a colleague of Dr. You’s in Portugal so the actual rubber product materials used for the project demonstration had to come from overseas… for now.

“There is no tire vendor that is able to provide such materials for the construction,” You says. “The hope is to be able to manufacture the specialized mix in Michigan or elsewhere in the United States if it’s successful.”

After mix design comes product installation. The HRTO mix was designed specifically for this project and placed at very high temperatures. It was

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The hot rubber thin overlay mix was designed specifically for this project and placed at very high temperatures.

It was successfully placed using typical paving operations and was completed in one day.

successfully placed using typical paving operations and was completed in one day.

“The hot rubber thin overlay construction is similar to a standard overlay, excepted that the construction temperature was around 180° C- (356° F). That’s a pretty high temperature,” You says.

The hot rubber chip seal trial beginning at Portage Road was another story and You says it was the most challenging part of the project, taking two days to accomplish.

“The reacted rubber chip seal needed specialized processes,” You says. “Chip seals normally do not require a plant so we used a special distributor truck with a heating element and agitation during the process in the yard of the Road Commission of Kalamazoo County (RCKC).”

While the HRCS construction is similar to a traditional chip seal, it requires a special asphalt binder distributor. Because the reacted rubber modified binder has a high viscosity, a normal distributor that would be used for an asphalt emulsion application would Rubber asphalt overlay construction.

have had difficulties to spray the rubber modified binder.

FUTURE THINKING As of today, large scale application of this type of material is very limited.

The reacted rubber technology has an increasing number of demonstration projects internationally with 2 in Russia (1 dense and 1 gap-graded mixture), 7 in Italy (3 dense, 2 SMA and 2 gapgraded mixtures), 3 in the Middle East (1 SMA and 2 dense-graded mixtures), 2 in France (SMA), 1 in Bulgaria (SMA), 1 in Portugal (thin overlay), 3 in Sweden (thin overlay), 1 in Spain (thin overlay), and 1 in Indonesia (gap-graded mixture).

Dr. You hopes there is an increase in requests for these types of projects.

“The expected service life would be 7 to 10 years and it is expected that the hot rubber chip seal will have a good skid resistance and relatively longer service life,” he says. “This demonstration project was significantly supported by the effective leadership, skillful engineers and technicians of the RCKC who contributed to its success.”

The total project cost is $443,928, with the DEQ grant covering $221,964.

To match the grant, Michigan Technological University is covering $85,000 and the road commission paying $136,964 to the project. The end date of the grant is Sept. 30, 2019, to allow for time for research and reporting.

On this project alone, nearly 14,000 recycled tires were used and Michigan Technological University exploring other potential areas to use scrap tires in Michigan.

“We focus on the sustainability aspect of research,” You says. “A few projects we have demo-ed in the past include warm mix asphalt with tire rubber for roads built in Keweenaw and Muskegon. We have also worked on recycled asphalt shingles and e-waste plastics for pavement applications and are also testing another dry mix technology to improve the performance of asphalt mixtures.”

See a video of the project at ForConstructionPros. com/21030030

www.ForConstructionPros.com/Asphalt

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PRESERVATION UPDATE

Soil Stabilization Offers Economical Edge Over Full

SOIL EXCHANGE

S

oil stabilization is the method of choice when it comes to ensuring the load-bearing capacity and quality of soil in preparation for road construction projects. The targeted addition of stabilizing agents can, for instance, help to reduce the moisture content of soil, which is vital for further roadworks. Compared to the process of exchanging the entire soil, soil stabilization is an economical and

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resource-saving method. Cost savings result from the simpler jobsite logistics, for instance, with fewer lorry trips and shorter construction periods. Resources are also conserved because all of the existing soil is used in the stabilization process with only stabilizing agents such as lime or cement being added — or a combination of both in the form of a mixed stabilizing agent.

VERSATILITY IS KEY Many invitations to tender continue to specify that the soil is to be exchanged – but this is no longer a state-of-theart method. The soil stabilizer uses a powerful milling and mixing rotor to mix pre-spread stabilizing agents such as lime or cement into existing soil with insufficient bearing capacity, transforming it into a high-grade building material right on the spot.

The homogeneous mixture of soil and stabilizing agent that is produced

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The powerful milling and mixing rotor of the WR 250 blends the pre-spread into a homogenous soil and stabilizing agent mix.

offers a high load-bearing capacity as well as lasting resistance to water and frost, and volume stability. Typical applications include the construction of paths, roads, motorways, routes, parks and sports grounds, industrial estates, industrial plants, airfields, dams, backfilling and landfills.

IMPROVING SOIL, STABILIZING SOIL In soil stabilization, a distinction is made between improving the soil and stabilizing it. Lime improves the paving properties and compactability of wet, cohesive soil. This is known as soil improvement. If the aim is to stabilize the soil, cement is used because it lastingly enhances the load-bearing capacity, volume stability and resistance to water and frost. Soil can be stabilized or homogenized even without the use of stabilizing agents.

SOIL STABILIZATION IN BLOOMINGTON, IN In the soil stabilization project on Interstate 69 south of Indianapolis, the newly embanked earth first had to be stabilized in order to create the necessary load bearing capacity for the asphalt pavement of the new approach road. The contractor, Specialties Company, LLC, used lime as a stabilizing agent. Lime immediately reduces the water content in the soil and binder mix. This ultimately improves compactability and increases the loadbearing capacity of the treated soil.

“To achieve the optimum outcome, we always liaise closely with the applications professionals from Wirtgen.

They are always on hand to offer their consulting expertise,” explains High load-bearing capacity for the approach road to Interstate 69: the Wirtgen WR 250 delivered a top performance stabilizing soil in Indiana.

www.ForConstructionPros.com/Asphalt

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Jamie Cardiff, EquipmentManager at Specialties Company.

When it came to choosing the machine, the Specialties Company’s optied for the WR 250 wheeled soil stabilizer. The 571kW powerhouse was also used, among other applications, in cold recycling for granulating asphalt, is the most powerful machine in the WR generation and specially designed for the stabilization of heavy and boggy terrain.

With this machine, daily performances of up to 15,000m2 are far from uncommon in soil stabilization applications. After the lime had been pre-spread, the high engine power and optimum traction of the WR 250 enabled it to effortlessly work through the heavy and sometimes deep soil.

The WR mixed the soil and binding agent homogeneously across the entire working width of 2.4m to a depth of exactly 30cm.

STRONG PERFORMANCE, EASY OPERATION Producing a machine that’s easy to use is an ever growing concern as the shilled labor market tightens.

“Operating the machine is child’s play,” Richard Clark with Specialties says.

“The multifunctional joystick on the right armrest, for instance, gives me easy control of all the main basic functions.”

One of the challenges was the uneven condition of the earth, which varied from very firm to loose.

“The milling speeds can be controlled from the operator’s cabin, so our machine operators were able to respond directly to

the frequent changes “The WR 250 in soil conditions,” is a real power Cardiff adds. “This pack and works ensured a high mixextremely ing quality at all efficiently,” times.

Jamie Cardiff, It took just five equipment days to complete the manager, stabilization work Specialties and lay the loadCompany, LLC bearing base for the says. new approach road to Interstate 69. Lorries carrying material for paving the asphalt layers began to roll onto the jobsite only a short while later.

For more information on soil stabilization, visit ForConstructionPros. com/20994577

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PRESERVATION UPDATE Crafco Magnum Spray Injection Patcher Crafco's Magnum Spray Injection Patcher effectively repairs a wide variety of pavement conditions including potholes, deteriorated shoulders, utility cuts, fissures and alligator cracked areas.

• Seven tons per hour production • 1,275-sq.-ft. work area • Positive feed system • Precise emulsion control • Great velocity and aggregate control Search: 10086857

Wirtgen W 200 Hi Cold Mill

Renova Asphalt Recycler

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

• Milling drum assembly can be moved while in operation and provides a zero edge on both sides for work right up to and flush with curbs or concrete barriers

This asphalt recycler recycles existing pavement into HMA that can be used to make repairs year-round with the RENOVA Rejuvenator.

• 1-ton batch capacity • Easy to transport • Only a two-person crew required to operate

KM 4000SXPX Hot Box Asphalt Reclaimer

Search: 12117571

With the KM 4000SXPX, contractors can reclaim virgin HMA overnight.

• Triple wall constructed with highefficiency insulation • Thermostatically controlled for higher fuel efficiency • Diesel or propane fired with two 30-lb. propane cylinders • Keeps HMA hot for up to two days • Designed to slide in the bed of any 1-ton or bigger pickup truck Search: 20866228

Caterpillar Grade and Slope for Cold Planers

• Edge protector can be raised by 16.5 in. on both sides so the machine can work flush with the edge, even when cutting deep • Powered by a 580-hp Tier 4i engine • Includes the Level Pro automatic level control, Parallel-to-Surface (PTS) system and the Intelligent Speed Control (ISC) system • Optional Vacuum Cutting System (VCS) reduces particulate emissions at the cutter head

The Cat Grade and Slope for cold planers is a 2D grade and slope solution featuring easy use, robust components, high accuracy and exceptional reliability.

• Designed for interfacing with sonic sensors, contact sensors, wire rope sensors and slope sensors; a combination of sensors can be used or a single sensor • User-friendly operator’s display features a large backlit screen and intuitive operation • Employs a “virtual bail” rather than a wire bail found on other systems; this allows the system to monitor its own accuracy without the risk of damaging the bail on an obstruction • Highly accurate over a 10-in. width range Search: 10983759

Search: 11324237

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ASPHALT CONTRACTOR DECEMBER 2018 www.ForConstructionPros.com/Asphalt

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Search: 10075260

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PRESERVATION UPDATE BOMAG MPH125 Recycler/Stabilizer The MPH125 recycler/stabilizer features a 91.7-in.-wide rotor with 224 cutting teeth that offers a 21.7in. maximum cutting depth.

• 590-hp Deutz diesel engine • Operator's station rises for normal operation and lowers to reduce transport height to just 122 in.

• Electronic injection system that ensures low fuel consumption • Hydrostatic rotor drive with integrated overload protection and rotor speeds from 90 to 130 rpm selectable under load • All-wheel hydrostatic drive system with electronic traction control • Articulated frame and rear-wheel steering provide a 148-in. inside turning radius Search: 10091020

Bobcat Infrared Asphalt Preservation System The Asphalt Preservation Tools (APT) system can repair potholes and other surface defects in streets, highways and parking lots, as well as reclaim driveways, trails and golf cart paths.

• Consists of the 3,760-lb. AH30 infrared asphalt heater and the 995lb. AP40 asphalt processor, which are compatible with 12 Bobcat all-wheelsteer, skid-steer and track loaders • The attachments perform a three-step asphalt preservation process that seamlessly fuses recycled asphalt with surrounding asphalt to create a strong, durable bond • The heater can heat an area as large as 30 sq. ft. to 300° F and recycle the asphalt for the milling process. The processor can mill damaged material up to 45.5 in. wide with cutting depths from 1.5 to 6 in.

Search: 10856899

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

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Roadtec RX-700e/ex Cold Planer The Roadtec RX-700e/ex half-lane cold planer features a 755-hp Caterpillar engine.

• Available with either three-track or four-track assemblies • Cuts up to 14 in. deep with standard widths of 6’7”, 7’2”, 8’2” and 10’6” • 60° front load-out conveyor swing • Guardian remote telematics and diagnostics system • Profiling or micro-milling drum options available Search: 10913568

BioSpan RePlay Agricultural Oil Seal and Preservation Agent RePlay Agricultural Oil Seal and Preservation Agent is a patented solution that extends the life of paved asphalt surfaces when applied every 3-5 years.

• The 88% biobased solution is easily applied and cures within 15 to 30 minutes, saving the hassle of extended lane drop time and expensive labor • By reducing moisture penetration and sealing hairline cracks, RePlay reverses the oxidation process and protects asphalt from potholing, edge rutting and cracking • Once applied, RePlay works deep into the asphalt matrix, penetrating on average 0.75 to 1.25 in. deep • Helps maintain skid resistance that deteriorates as the asphalt’s condition worsens • RePlay is optimal for new asphalt within two years of paving Search: 12254684

ASPHALT CONTRACTOR DECEMBER 2018 www.ForConstructionPros.com/Asphalt

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

• Available in two models, the MA20 and MA30 • Applies a material mix that is made to precise specification, resulting in fewer operator calculations and on-the-job adjustments, which minimizes operator training time • Full-length ribbon mixer works to maintain the proper material consistency during transit, pumping and spraying operations, regardless of the truck engine speed • Pavement treatment is applied with hydraulically operated, variablewidth, low-pressure spray bar that has side-shift capabilities; hydraulically powered pumps automatically adjust to truck’s speed, ensuring accurate application rates at variable speeds • 2,000- or 3,000-gal. steel material tank with hydraulically driven, fullsweep ribbon mixer and counterflow mixing technology that keeps the aggregates in suspension • In-cab controls • Application is computer controlled • Easy-access mastic strainers protect pump and spray nozzles from clogging and potential damage by aggregates and solid materials • Low-pressure system operates at less than 40 psi • Single- or dual-pump operation, with more than 100 gpm delivered through the spray bar in single-pump mode and over 200 gpm in dual-pump mode • Hydraulically adjustable spray bar provides double overlap spray widths from 18 to 234 in. in 18-in. increments Search: 12164401

Get social with us! Share pictures of what you’re working with over 19,000 other asphalt contractors on our Facebook page: Facebook.com/Asphalt.Contractor/ Search: 10074819

www.ForConstructionPros.com/Asphalt

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CLASSIFIEDS THE RELIABLE WORLD OF ASPHALT PLANT PRODUCTS

www.ReliableAsphalt.com

DID YOU KNOW?

Reliable Asphalt Products supplies quality used and refurbished plant components, from complete plants to stand-alone systems.

When you are in need for a quality, economical choice for your retrofit upgrade...look to Reliable Asphalt Products.

BEFORE

AFTER

BEFORE

AFTER

“The refurbished used equipment worked great for our needs and we saved a lot of money” - Asphalt Supply Company, IN

Great value with expert customer service!

New, Used and Refurbished Asphalt Plant Equipment 521 Old 7 Mile Pike • Shelbyville, KY 40065 • Office Toll Free (866) 647.1782 • Fax (502) 647-1786

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ASPHALT CONTRACTOR DECEMBER 2018 www.ForConstructionPros.com/Asphalt

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CLASSIFIEDS Online: Anytime, Anywhere Classroom: Des Moines, Iowa Feb 19-20, 21 2019 Plant Operation • Plant Quality Assurance Plant Safety • Electro-Mechanical Systems and Troubleshooting

CALL NOW TO REGISTER! Phone: 952 939 6000 or carrie@clarencerichard.com www.clarencerichard.com

PUMP PACKING Stop your pumps from leaking!

Pre-cut packing sets proven within the Asphalt Industry.

Viking®, Roper, Rotan, etc.

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



 

   

         









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

ASPHALT PLANT TRAINING!

                      

       

         

DRUM PROBLEMS? BREAKING THRUST IDLERS AND BEARINGS TRUNNION BEARING FAILURE ■ TIRE WEAR AND FLAKING

HIGH AND UNEVEN AMPERAGE TRUNNION SLIDING ■ VIBRATION AND WASHBOARD

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WE CAN HELP! TIRE / TRUNNION RESURFACING AND ALIGNMENT SPECIALISTS

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

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CLASSIFIEDS Mechanical Chassis Mounted Sweeper (ES351) A proven single engine design that blends a superior collection of features which provides ownership advantages such as the tightest turning radius in the industry and a stainless steel hopper with a lifetime warranty.

Pure Vacuum (VT651/801) The street sweeper the industry benchmarks sweeper performance by that integrates exceptional versatility with unmatched features that include a high performance fuel efficient fan drive system (5 year warranty and no belts), CANbus technology to ensure maximum performance and exclusive “one pass” sweeping.

Regenerative Air Sweeper (RT 655) A highly regarded heavy duty full size (8.5 yd3 stainless steel hopper) regenerative air sweeper that delivers an optimum sweep performance along with superior fuel efficient fan drive system (5 year warranty and no belts) to achieve the lowest cost of ownership in its class.

Compact Sweeper (C201) An innovative and highly maneuverable compact sweeper for tight confined spaces that include unparalleled features such as advanced CANbus technology to deliver remarkable sweep performance along with lowest cost of ownership in its class.

We are THE ONLY sweeper manufacturer to offer an all-inclusive warranty (2 years/2,000 hours) and an “entire debris hopper” constructed of stainless steel as a standard with a LIFETIME WARRANTY.

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Endless Sweeping Solutions 105 Motorsports Road, Mooresville, NC 28115 t 704.658.1333 f 704.658.1377 e info@johnstonnorthamerica.com

ASPHALT CONTRACTOR DECEMBER 2018 www.ForConstructionPros.com/Asphalt

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CLASSIFIEDS

LET'S BUILD

YOUR IDEAL

STRUCTURE

for nearly 40 years clearspan

has been helping companies maximize profits with superior building solutions

To find out how we can help with your structure needs visit or call www.clearspan.com 1.866.643.1010

Energy Efficient

Superior Warranties

Expert Project Managers

No Money Down Financing, Terms Up To 7 Yrs and As Low As 5.99% on buildings

ASPHALT PLANTS · Gencor 400 tph stationary counterflow plant · Astec 350 tph Relo Double Barrel plant w/4 silos · Astec 150 TPH Portable Drum Mix Plant with SEB & Baghouse · ADM 100 tph stationary drum plant with 2 silos & recycle · 100 tph portable drum mix plant with baghouse · ADM 110 tph portable drum plant · Etnyre 150 TPH Drum Mix Plant · H&B 10,000# tower and dryer · Astec 5000# Asphalt Batch Plant · H&B 4000# asphalt batch plant · Astec 75 ton self-erect silo · Astec 58,000 CFM portable · Stansteel 52,000 CFM Baghouse · CMI 51,000 CFM baghouse · Almix 30,000 CFM baghouse

· Astec 500 tph Double Barrel only · Two bin rap system · Stansteel 8’X36’ aggregate dryer with burner · 7’X30’ portable drum mixer · Astec 750 barrel self-erect lime silo · Astec portable five bin cold feed with conveyor & screen · 2-200 Ton Asphalt silos and slat conveyor · Burke 2 mil btu hot oil heater

Please Call For Complete Inventory

Plant for sale? Call Clancy!

Serving the Asphalt Industry for 50 years

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

www.ForConstructionPros.com/Asphalt

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MORE CHOICES MORE FLEXIBILITY

CLASSIFIEDS

Rolling Stock Parts

Plant Parts

 LIVE BOTTOM TRAILER PARTS

 MATERIAL TRANSFER DEVICE PARTS  PLANT EQUIPMENT & PARTS  WINDROW ELEVATOR CHAINS  PICK UP MACHINE PARTS  SHUTTLEBUGGY ® MTV PARTS

www.asphaltace.com

1-888-878-0898

sales@asphaltace.com

E

Butt Joints/ End-of-Day Joints Butt Joints

Steel Plate TempRamps

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

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

World of Asphalt in Indianapolis, IN Feb 12-14, 2019 Booth 21138

B xp E

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

: s Blo ee es in usin y m B or ion ct No ct tru ire 17 ons tD 20 st C Be en n pm for tio ui alog truc Eq cat cons vice w line w ser e n d Ne ur o 0+ n s an n nce Yo 0,00 uct 3 od sig erie tion pr De exp iga w user d nav Neetter ande

Steel Plate Ramps

80

RAPwranglers

 PAVER WEAR PARTS

AV

S

Shaker Decks

ASPHALT CONTRACTOR DECEMBER 2018 www.ForConstructionPros.com/Asphalt

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

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

Index Advertiser Index

PAGE

Advertiser Index

PAGE

ACE Group

80

Reliable Asphalt Products Inc.

76

Almix

9

Roadtec an Astec Industries Company

11, 84

Asphalt Drum Mixers

36 – 37

SealMaster

25, Outsert

Astec Inc.

13, 42 – 43, 63

Stansteel

41

Carlson Paving Products Inc.

83

Systems Equipment Corp.

33, 65

ClearSpan Fabric Structures

79

Tarmac International Inc.

75

Dillman Unidrum

14 – 15

Transtech Systems Inc.

7

Eager Beaver Trailers

31

Volvo Construction Equipment

23

E. D. Etnyre & Co.

38

Weiler

61

E. T. Clancy Company

79

Willow Designs

79

Evans & Daniels Inc.

77

Wirtgen America Inc.

5, 56 – 57

EZ Road Inc.

80

World of Asphalt

73

FastMeasure by KTP Enterprises

77

Gencor Industries Inc.

3, 19

Heatec Inc.

2, 39

Johnston North America

78

KPI/JCI and Astec Mobile Screens

55

LeeBoy

47

Libra Systems

12

Maxam

49, 51, 53

Meeker

27

81

Get fast, relevant product information in the Buyers Guide at

ForConstructionPros.com

ASPHALT CONTRACTOR DECEMBER 2018 www.ForConstructionPros.com/Asphalt

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THE LAST EXIT |

BY JESSICA LOMBARDO, EDITOR

The Best Asphalt Photos of 2018

Asphalt Contractor fans on Facebook submitted pictures of their projects throughout 2018, here are the 10 photos our fans voted were the best!

O

ver 10,000 photos were submitted to the Asphalt Contractor Magazine Facebook page in 2018 by our 20,000+ fans.

We asked them to vote for their favorites and here is the result! A huge thank you to all of our fans for sharing your hard work with us this year! You all crushed 2018 and we can't wait to see what 2019 has in store.

Join the Asphalt Contractor community on Facebook to share your work with us!

Show us your best asphalt photos at https://www. facebook.com/Asphalt.

Contractor

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Search: 10072346

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SM

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

Dedicated to Success.

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

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