Pavement Maintenance & Reconstruction May 2018

THE OFFICIAL MAGAZINE OF NATIONAL PAVEMENT EXPO

How to Avoid the 5 Most-Common Paving Mistakes

MAINTENANCE & RECONSTRUCTION MAY 2018

WINTER IS COMING! Does Snow Removal Fit Your Business?

PAVEMENT MARKING

Fine-tuning Your REGENERATIVE AIR SWEEPER

How to Stripe a “3D” CROSSWALK

7

Surface Prep Tools Every Striper Needs

MAKE SURE YOUR SEASON RUNS SMOOTHLY! Picking-Up Sealer Can Be Easier 6 TIPS to Avoiding Contract Hassles Simpler, More Successful Subcontracting › › › www.ForConstructionPros.com/Pavement

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What’s Inside May 2018

PAVEMENT FEATURES 14

How to Layout and Stripe a “Floating” Crosswalk

40 Is Crushed Glass a

Icelandic striping company details step-by-step approach to a 3D crosswalk.

Substitute for Silica Sand in Sealer?

A-1 Sealcoating & Asphalt Maintenance relies on innovative replacement in mix design.

22 7 Surface-Prep

Snow Removal Fits Your Company

Essentials that Belong in Every Striper’s Toolbox

Here’s what you need -- and here’s how to use them.

34 How to Ease

42 Adjustments Can

Make or Break Your Regenerative Air Sweeper

Sealer Pick-Up

A little research and planning can get you in and out with a full tank more quickly.

48 How to Make Sure

Tips on finding the right business approach and financial balance for snow business success.

52 Contractors’ Choice:

Portable Lighting

Understand the bright and dark sides of LED light towers.

How to keep your regenerative air sweeper working at peak efficiency.

ON THE COVER Mounted on a Peterbilt 220, the Maxi-240 Airless TMS features a 240-gal. bulk tank, four Graco paint guns (three left, one right), a 1,500-lb. glass bead tank, and three glass guns. Powered by two M-B diaphragm pumps and two Titan HP airless pumps, the paint truck is available with a rear cone platform with pedestal seat, two-camera Crosshair Video Guidance, skip timer and light bars. Photo courtesy M-B Companies, Muncy, PA, and Salem, OR.

Vol. 32, No. 3 May 2018

Published and copyrighted 2018 by AC Business Media Inc. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording or any information storage or retrieval system, without written permission from the publisher.

PAVEMENT

Subscription policy: Individual subscriptions are available without charge in the U.S. only to pavement maintenance contractors, producers and government employees involved in paving or pavement maintenance; dealers, and distributors of pavement maintenance equipment or materials; and others with similar business activities. Complete the subscription form at www. forconstructionpros.com or use your company letterhead giving all the information requested. Publisher reserves the right to reject nonqualified subscribers. One year subscriptions for nonqualified individuals: $35.00 U.S.A., $60.00 Canada and Mexico, and $85.00 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). Pavement Maintenance & Reconstruction (ISSN 1098-5875), is published eight times per year: January, February, March/April, May, June/July, August/ September, October/November, December by AC Business Media Inc., 201 N. Main St., Fort Atkinson, WI 53538. Periodicals postage paid at Fort Atkinson, WI and additional entry offices.

POSTMASTER: Please send change of address to Pavement, PO Box 3605, Northbrook, IL 60065-3605. Printed in the USA. Canada Post PM40612608. Return Undeliverable Canadian Addresses to: Pavement Maintenance & Reconstruction, PO Box 25542, London, ON N6C 6B2.

PAVEMENT MAINTENANCE & RECONSTRUCTION is proudly supported by these associations:

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What’s Inside May 2018

DEPARTMENTS 6

Editorial

8

Hot Mix

There’s Safety in Striping 66

The Latest News in the Industry

10 Just In

Select New Products and Upgrades 12 NPE Buzz

Dates Shifted for 2018 NPE West

26 Pavement

Profit Center

54 Classified

Ads

62

62 On the Job

How to Avoid the 5 Most-common Paving Mistakes 63 From the Owner’s Desk

Premium Isn’t Just for Gas...

64 Your Business Matters

Danger! Contract Issues Ahead!

63

67

65 NAPSA Report

Cleaning the World One Foot at a Time 65 WSA Update

The Impact of Your Company Culture 66 PCTC Dispatch

Warm Weather Sealcoating “Best Practices” 67 Technology Update

Waste Not...Toilet Paper in Asphalt 68 Contractor Snapshot

Success the First (and Second) Time Around for Pennsylvania’s Pave Care

68

69 Index 70 Tailgate Talk

How to Make Subcontratcing Simpler -and More Successful

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

4 May 2018 • PAVEMENT • www.ForConstructionPros.com/Pavement

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Editorial

Allan Heydorn, Editor

There’s Safety in Striping IMAGINE PAVEMENTS without markings: No centerlines, no edge lines, no turn lanes or turn arrows, no parking stalls organized to maximize parking availability and angled to enhance traffic flow, no handicap spaces, no crosswalks. The result would be mass confusion for drivers and pedestrians and certainly a significant increase in the number of accidents.

That’s why nothing happens until the stripers are off the job.

That’s a simple fact. Stripers are, arguably, the first line

of defense and most-important element of traffic control and safety for pedestrians and drivers. And officials recognize this as they won’t allow newly constructed, repaired or sealcoated pavements to be open to the public without at the very least temporary markings in place.

An example of a unique pavement marking safety effort is detailed in “How to Layout and Stripe a ‘Floating’ Crosswalk” (page 14).

Through that article Gautur Ívar Halldórsson, co-owner of GÍH Vegamálun, a striping

company in Iceland, shares his process for laying out a crosswalk that appears to float above the pavement. Follow the steps – it’s a daunting process. The result is pavement marking that slows approaching traffic, much like a speed bump does, but by tricking drivers into seeing a raised crosswalk in the road. Yet it’s only paint.

This approach to traffic control isn’t common, but if research deems it effective that might not be the case for long. And while the process delineated in the article

is complex, it won’t be long before a striping contractor simplifies it using lasers or autolayout (or before a manufacturer creates it in preformed thermoplastic).

Whether you’re paving a road or sealcoating a parking lot, the pavement doesn’t get open to the public until the pavement marking contractors have had their say. As it should be.

PM

PM

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6 May 2018 • PAVEMENT • www.ForConstructionPros.com/Pavement

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Hot Mix

Sweeper Summit Adds Equipment Expo The Sweeper Summit, known since its inception in 2012 as an executive workshop for 1-800-SWEEPER partners, manufacturers and invited guests, is evolving into an allinclusive event for the power sweeping industry, according to Carolyn Bell, marketing and communications Ben Steyer director for the Sweeper Summit.

“The last-minute introduction of an equipment exposition at last year’s Summit proved to add a dimension to the conference that was extremely successful and highly valued by all who attended,” Bell said.

This year's Sweeper Summit will be held November 7-9 at the Hilton Lake Las Vegas in Henderson, NV. To continue its growth and development, Sweeper Summit has formed a Sweeper Summit Advisory Board. Mark Carter, owner of Peloton Sweeping and long-standing NAPSA Board member, is advisory board chairman. Other board members include Amy Schwandt, publisher of Pavement Maintenance & Reconstruction and former manager of National Pavement Expo; Roger Bostdorff, president of B2B Sales Boost, former NPE speaker and Sweeper Summit moderator; Derek Rayburn, owner and creative director for Scenic City Studios; and Sara Bowen, owner of Cobalt Consulting Marketing Group.

"The Sweeper Summit Advisory Board will make a great event even better," said Mike Lucht, president of 1-800-SWEEPER. "Our goal is to transform the Sweeper Summit into a must-see event exclusively focused on the power sweeping industry.”

In other 1-800-SWEEPER news, Ben Steyer has been named executive director. Steyer will focus on creating a strategic growth path to increase the servicing footprint of the 1-800-SWEEPER organization, market share for the partner companies and vendors while advancing the sweeping industry in general.

"I was immediately impressed with Ben’s passion for business growth and his ability to establish measurable goals that boost efficiencies," Lucht said. "Ben’s experience and success gives me great confidence in his ability to lead our group and serve as a resource to the partners and our customers well.”

For additional information go to; www.sweepersummit.com.

Neyra Expands Manufacturing to Graham, NC Neyra Industries Inc., Cincinnati, OH, recently expanded its service network with the opening of a new manufacturing plant in Graham, NC. The expansion is accompanied by a shift in Neyra personnel to serve the new territory. Jeff Cayton, Neyra regional vice president, will be the main contact for customers in North Carolina and surrounding areas.

George Woehler, new North Carolina plant manager, has led operations for five Neyra plant locations, including Cincinnati, St. Louis, Richmond, Trenton and now Graham.

For more information about Neyra’s Graham plant contact Jeff Cayton at 513-4792901 or jcayton@neyra.com.

Vance Brothers Celebrates 95th Year Vance Brothers, headquartered in Kansas City, MO, is celebrating its 95th anniversary this year.

Founded in 1923 by the original Vance brothers, Len and Mert, the company continues to be a familyowned business. The two brothers began selling coal and feed near where their corporate office is now located. The brothers had the idea to build a homemade oil distributor to “oil the roads” and continued operating as a road contracting company until the 1960s when they entered the manufacturing industry.

Today, Vance Brothers has eight locations and is a leading manufacturer of pavement sealers and asphalt-based products as well as performs contracting services in the pavement preservation industry.

The company continues to expand its capacity in both manufacturing and contracting and is excited to mark this historic anniversary.

Talbert Celebrates 80 Years in Trailer Industry Talbert Manufacturing, a North American manufacturer of specialized heavy-haul solutions, is celebrating its 80th anniversary in 2018.

Based in Rensselaer, IN, the company was started in Lyons, IL, by Austin Talbert in 1938 as a heavy haul, crane rental and construction equipment business. According to Andrew Tanner, Talbert Manufacturing president, Talbert was a pioneer in heavy-haul trailer safety, inventing the industry’s first gooseneck model with removable rear suspension.

He said 92 percent of Talbert’s standard and custom trailers built since 1985 are still on the road today.

“We’ve been in this business for a long time,” Tanner said. “But we’ve always stayed true to that same mission Austin Talbert had in 1938 when he set out to change the heavy-haul industry: to design and build safety, quality and durability into every last detail of our trailers.”

8 May 2018 • PAVEMENT • www.ForConstructionPros.com/Pavement

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NPE Buzz Allan Heydorn, Editor Emerald Expos Shifts NPE West Dates Emerald Expositions has announced it has shifted the dates of its new National Pavement Expo West event by one day, according to Russ Turner, NPE West show manager. NPE West will now take place Nov. 1-2 at Mandalay Bay Resort and Casino in Las Vegas.

“You asked, we listened. After receiving feedback from the market, we have shifted our dates off of Halloween,” Turner said. “The show now falls on a Thursday and Friday, which allows attendees to stay and take advantage of Las Vegas through the weekend. Even with this date shift, NPE West attendees and exhibitors will still have access to International Fastener Expo as part of your participation at NPE West.”

For details and more information visit: www.nationalpavementexpo.com/west.

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Nawa has served on Pavement Maintenance & Reconstruction's Advisory Board since 1993. He has been a member of the North American Power Sweeping Association board and currently serves on the board of the World Sweeping Association, where he is also Founding Member.

Nawa Receives WSA Award at NPE 2018 At National Pavement Exposition, held Feb. 7-10 in Nashville, WorldSweeper.com/World Sweeping Association presented its 2018 Award of Excellence in Power Sweeping to Michael Nawa, former owner of Custom Maintenance Inc. and longtime supporter of the sweeping industry.

Presented by Ranger Kidwell-Ross, WSA executive director, the award recognizes Nawa's long-time service and support of

Ranger Kidwell-Ross (left) presents the WSA Award of Excellence in Power Sweeping to Michael Nawa.

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Striping

Allan Heydorn, Editor

How to Layout and Stripe a

“FLOATING”

CROSSWALK

Photo courtesy Gusti

Icelandic striping company details step-by-step approach to a 3D crosswalk GOVERNMENTS AND SAFETY organizations are constantly on the lookout for ways to improve pedestrian and driver safety by slowing down traffic as it approaches an intersection.

Reducing speed limits by installing asphalt or recycled rubber speed bumps have been a go-to alternative for many situations, but an innovative approach that relies only on pavement marking is being tried in a number of countries.

Essentially a 3-dimensional design, these crosswalks when finished appear to “float” above the pavement, giving drivers the initial impression of a raised impediment on the pavement and

causing them to tap the brakes.

Last year Ralf Trylla, environmental officer for the city of Ísafjörður in northwest Iceland, decided the city should give the 3D crosswalk a try. He reportedly was influenced by seeing a 3D example in India on the Internet.

He contacted Gautur Ívar Halldórsson, co-owner of GÍH Vegamálun, a striping company in northwest Iceland, and “floated” the idea.

“When they first told me they were thinking about painting a 3D crosswalk I didn‘t believe them,“ Halldórsson says. “They wanted to know how much it would cost and I thought they were joking.“ But after he realized they were serious, GÍH Vegamálun put together a plan and costs and waited for approval from the town.

14 May 2018 • PAVEMENT • www.ForConstructionPros.com/Pavement

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Halldórsson had worked for a road striping company for 10 years before buying a used Airlessco unit, fixing it, and starting to stripe parking lots part time in 2009. He also had a landscape business and managed a campsite.

He sold the landscape business but now has six employees striping and managing the campsite.

He says 70% of his striping work is on parking lots and the remainder is road striping including long-line striping and crosswalks. He says he currently stripes for six small towns (population 2,500 – 4,000) and plans to double that number this year. GÍH Vegamalun’s outdoor season runs mid-March through November; in the winter the company stripes indoor parking garages.

“We can paint anything on roads or parking lots,“ he says.

Halldórsson says that in many ways the striping of the 3D crosswalk is like striping a normal crosswalk – the white horizontal stripes are measured and striped just like a normal crosswalk.

Then it gets interesting.

Halldórsson says that to create the 3D or “floating“ effect you need to first establish what he terms a “Photo Point“ away from the crosswalk toward the direction from which traffic will be approaching.

Halldórsson says his first 3D crosswalk was designed with a Photo Point only 8 feet out from the edge of the crosswalk, but he says a greater distance is needed to give drivers more time to react. So future 3D crosswalks would be based on a Photo Point 16 ft. from the leading edge of the white stripes – making the 3D image “pop“ to the driver at 16 ft. (Note: Halldórsson measured his job in meters but for this article measurements have been converted and rounded to feet and inches.)

The crosswalk he designed was on a one-way street so the 3D effect was only needed to be seen from one direction. For a crosswalk in a twoway street a second Photo Point 16 ft. into the intersection would be marked as well and the process would be completed from both sides.

STEP 1: The Photo Point and Optical Lines Measure and paint the white crosswalk stripes as you would a normal crosswalk (We’ll tint them gray for purposes of this article). Then measure 16 ft. from the leading edge (the edge the drivers will approach) and mark the Photo Point (Figure 1A). From this point chalk “Optical Lines” to each corner of each stripe (Figure 1B). Do not extend an Optical Line to the farthest back corner of each

Drawings by Kirsten Wiskus www.ForConstructionPros.com/Pavement • PAVEMENT • May 2018 15

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Striping

bar. One stripe – the stripe the driver would see head-on – needs only two chalk lines, one to each of the corners nearest the photo point.

STEP 2: Determining “Thickness” Measure from the leading edge of the stripes toward the Photo Point a distance equal to how “thick” you want the “bars” to appear to the driver. Halldórsson used 30 in. but the measurement can be any distance you like. (The greater the distance, the thicker the bars.) Chalk this line the length of the crosswalk (Figure 2, page 15), which marks the leading edge of thickness as the stripes become “bars.”

STEP 3: Creating the “Shadow” From the leading edge of the stripes, measure 5 ft. out toward the Photo Point. Chalk this line the length of the crosswalk (Figure 3A). This line plays an important role throughout the rest of the layout process as it gives you the leading edge of each bar’s black shadow.

Where this 5-ft. line crosses the nearest edge of each Optical Line 2 (in red, Figure 3B) from the Photo Point controls the position of the black shadow for each bar.

The shorter edge of the black shadow is controlled by the point where the other edge point of the stripe crosses each Optical Line 1 (in red, Figure 3C).

16 May 2018 • PAVEMENT • www.ForConstructionPros.com/Pavement

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Striping

STEP 4: Creating the 3D Edges: Turning Stripes into Bars On each bar, locate the intersection where each Optical Line 2 (red) intersects the orange 30-in. line (Figure 4A).

Chalk a line (T) from this intersection point, parallel to the long side of each white bar (Figure 4B). This indicates the lighter, 3D side edge of each bar. Measure and chalk for each bar. Figure 4C shows how the combination of the 30-in. chalk line, the T lines, and the Optical Lines form the outlines of the thickness of each bar. (Note: No paint is applied yet; shadings are to help visualize the steps.)

STEP 5: Marking the Shadow Outline You’ve already begun creating the edges of the shadow in Step 3. Now it’s time to connect some of the dots to create the outline of the shadow. In Figure 5 we’ve removed some of the chalk lines you’ve already marked to make this clearer.

The leading edge of the shadow (nearest the driver and Photo Point) is marked by the point (A) where the 5-ft. line and the Optical Line 2 cross. Chalk a line parallel to the long edge of stripe to the point (B) where this line crosses Optical Line 3. This line AB is the edge of the shadow. The width of the leading edge of the shadow has already been determined; it’s on the chalked 5-ft. line, from A to D (where Optical Line 1 crosses the 5-ft. line).

This line is parallel to the leading edge of the bar.

Gautur Ívar Halldórsson says that at first he chalked each stripe separately but now chalks them more quickly in the steps identified in the article.

Photo courtesy Gusti

18 May 2018 • PAVEMENT • www.ForConstructionPros.com/Pavement

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Striping

To create the other edge of the shadow (still in Figure 5) just chalk a line from D toward the stripe where it meets the bar thickness (the 30-in. line) at E. Chalk a line D to E parallel to the long sides of the bar to mark that edge of the dark shadow. To mark the back end of the dark shadow simply chalk a line from B intersecting the T Line at C; line BC, parallel to the back edge of the stripe, is the back edge of the shadow.

Repeat this process for each stripe in the crosswalk and you’re ready to paint. Halldórsson says that as with many striping jobs, all chalk lines are measured and marked on the pavement at the same time (Figure 6) before any paint is applied. “It can get kind of complicated,” he says. “When laying it out I‘m always walking back to the Photo Point to take a look at it to make sure I‘ve got it right.“ Figure 7 shows the bars (and chalk lines) after painting; Figure 8 shows the finished 3D crosswalk complete with shadows.

The 3D design costs more to apply

because it takes more than four times as long to paint and requires so much more handwork and measuring. Halldórsson says he thinks that he can cut down on the time if he paints enough 3D crosswalks and he hopes to rely more on lasers than the extensive chalking the design requires. “You need a good broom once you‘re all done,“ he says. “There‘s a lot of chalk on the pavement.”

Painting the Crosswalk Halldórsson says the striping requires at least two paint machines, each containing a different color. He also used

Gautur Ívar a hand-held unit that Halldórsson, holds only 1 gal. of co-owner of paint (he mixed white GÍH Vegamálun, and black to create the applies paint with gray shades). a handgun. Some red chalk marks He says that even are visible. though there are fine Photo courtesy Gusti edges, small areas and even areas that appear to overlap to paint in this “floating” crosswalk, he chalks his marks and never uses tape. “That’s the secret of a good road marker,” he says. “I don’t use any tape!”

Halldórsson says the white crossing itself needs to be painted first so the special effects can be added. “In this case because I just used my small Graco battery powered hand gun, the colors controlled what was painted first,” he says. “So in order I painted white, light grey, dark grey and the black.”

Halldórsson says that in rain or at night the 3D crosswalk loses its depth, partly because of the color choices of white and grey. He says that future 3D efforts will likely use different colors of paint with the addition of glass beads for reflectivity.

20 May 2018 • PAVEMENT • www.ForConstructionPros.com/Pavement

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Striping

Surface-Prep Essentials That Belong in Every Striper's Toolbox Here’s what you need — and here’s how to use them IT’S NOT ALWAYS easy to figure out what type of surface-prep equipment tools to own. Even for an experienced pavement marking contractor, putting together the right mix of prep-beforemarking removal equipment takes thought, time, and inevitably, money.

As a striping professional, you want to make sure the investment you’re making in surface-prep tools is a good one, especially if you are aiming for quality products where costs can quickly add up.

But there are some standards that every striper should have in his toolbox.

The following 7 surface-prep tools are the building blocks upon which you can actually get your marking installations to perform better, erase existing markings without a trace, and get paid for doing this essential value added work.

Whether you’re a striping newbie just growing your business, or a pavementmarking veteran ready to ditch your inefficient tools, take a quick look and see what's currently missing from your surface-prep arsenal:

business. Use as a backup to your blower – which may be too loud for the work environment, or inoperable prior to striping.

3. POWER WASHER OR BLASTER (water/sand/shot) Why you need it: After sweeping or blowing away the loose dirt, you still may need to get deeper into the surface pores and cracks on older pavements.

You also may need to remove stubborn stains, oils, and grease. Newer style waterblasters that apply more pressure with less water volume allows for less

2. AIR BLOWER Why you need it: Blowers are a reliable surface-cleaning tools. A quality hand-held, backpack, or push-style blower serves as a utilitarian essential.

Great blowers are low maintenance, and are one of the most important tools to quickly clear loose dirt and debris.

How to use it: You know how to blow; just aim that big nozzle under your feet until the dirt flies away.

1. BASIC PUSH BROOM Why you need it: A simple low-tech standard. You will need a few basic push brooms just to move the loose dirt from under your stripe. Without them, you’ll never get your stripe to stick to sandy roads. A high-tech luxury option is a sweeper broom truck that will sweep, vacuum, and collect dirt and debris in a single action.

How to use it: Come on, you know how to work a broom! If you haven't pushed a broom, you're in the wrong

Hand-held, backpack or walk-behind blowers are essential to preparing the pavement before applying marking material.

Every striping crew should have a variety of push brooms on their truck.

Newer style power washers apply more pressure with less water volume, allowing for less dry time on hot days.

dry time on hot days. However, you'll need to check the stability of the surface – especially the fines and binder when ultra-high pressure water blasters are used. These expensive rotary jet discs quickly cause asphalt pavement rutting and micro-cracking on portland-cement concrete. Many stripers own a variety of these blasters that can mix with sand, soda, or beads, depending on the working surface and the materials to remove.

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How to use it: The use of lowpressure water systems is not rocket science, although working with ultrahigh pressure systems may require a post-graduate degree in physics to get the surface just right.

How to use it: The drum-style scarifiers, planers, groovers and shavers are best used for prep-before-stripe applications. When scarifiers are used to eradicate surface contaminants with a scratching method, it leaves the perfect profiling pattern to mechanically lock the new pavement marking material to the surface. In snow country, a drum-style diamond shaver is the preferred tool to prepare a controlled slot groove prior to embedding liquid or tapes below the snowplow blade.

A rotary eraser abrades and scrapes markings off the surface like a polisher, and when properly used marking removal will meet all DOT non-scarring requirements.

Surface Prep When It’s Cold and Wet

Drum-style scarifiers, planers, groovers and shavers are best used for prep-before-stripe applications

4. DRUM-STYLE SCARIFIER (GROOVER/SHAVER/PLANER) Why you need it: You’ve seen these machines used to grind down trip hazards on sidewalks, or scratch up the surface when removing paint, planing off old asphalt, or diamond shaving or grinding down concrete surfaces. If you ever followed the wrong stripe out of your lane in a work zone, you fell victim to a stripe removed by a drumstyle scarifier, planer, or groover. Since stripers normally own just one style of marking remover, it’s typically the drum-style scarifier. Commonly called a “grinder,” it removes the stripe by cutting a groove into the surface until the marking is gone

Applying paint to pavement often requires a minimum temperature of 40˚F and rising if you want to make sure the paint will stick and last. But paint manufacturers also recommend a dry pavement.

Given the demands of commercial properties, where inspectors often won’t allow businesses to open until the pavement is striped, and public agencies that understandably require Able to dry and heat pavement at up to 4 markings be in place before roads are mph, the Zirocco delivers 3,500 cubic feet of air per minute at temperatures between open to the public, contractors are 660 and 1,020 F at the pavement surface. often up against the wall trying to get pavement marking done.

But last winter the Toronto Transit Commission and Crossroads Construction found a single solution for two separate jobs.

The Toronto Transit Commission was faced with an intersection that required a pavement repair -- but in the process the intersection’s crosswalk was removed.

December temperatures and predicted rain and snow created a problem, so the TTC decided they needed to find a way to dry and heat the pavement so it could accept paint. The used the Zirocco, distributed throughout the Americas

by Almon Equipment in Toronto. The Zirocco is a surface cleaner and dryer that delivers 3,500 cubic feet of air per minute at temperatures between 660˚F and 1,020˚F at the pavement surface. Working at a drying speed of up to 4 mph, the TTC rented the unit and in less than 10 minutes dried enough of the pavement so the crosswalk could be striped.

At another job, Crossroads Construction, Kingston, Ontario, was hired to perform emergency work to change the entrance lanes to the ferry docks at a terminal on the north shore of Lake Ontario. Once the repairs were complete, the lanes needed new directional arrows and new centerline markings before they could be open to traffic – but there was already snow on the ground and temperatures were below freezing. Crossroads Construction had less than six hours to complete the repair and open the pavement, so they, too turned to the Zirocco.

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Striping Culture

A visual inspection guide like this SP chart, which provides a reference number for surface profiles, helps all parties agree on achieving the actual surface profile conditions before and after the surface preparation work.

5. ROTARY-STYLE ERASER Why you need it: Not every striperemoval job calls for permanent stripe removal. Some may allow for cover-up paint, or any scarring device to take off thermoplastics, epoxies, or tape that will be soon resurfaced with new asphalt. But if stripes will be removed and replaced in a new location, then it would be inappropriate to leave a deep scar or mark behind with a scarifier when there are far better tools – like no-scar rotary erasing.

6. HEPA DUST EXTRACTION Why you need it: Any removal method can create harmful silica dust. A HEPA dust extractor is the best possible tool for removing dust and debris from the job site. It’s also the law.

How to use it: Simply attach the collection hose to the vacuum port of your scarifiers, planers, groovers, shavers, or erasers for dust-free removal.

Pro tip: own a separate vacuum broom truck for your large removal or surface-prep projects that will follow behind the removal operation. Your future self will thank us during your next striping project.

7. INSPECTION TOOLS, ASTM, SP 1-10 PADS

Regardless of the removal method you choose, a HEPA dust extractor is the best tool for removing silica dust and other debris from the job site.

How to use it: The best part of owning a rotary eraser is knowing it will only remove as deeply as you set it, and the removal pattern will be bevel-edged since the stripe will be pushed aside and not into the surface. The rotary eraser abrades and scrapes markings off the surface like a polisher, and when you properly use one, you’ll meet all DOT non-scarring requirements.

Why you need it: Surface conditions can be crazy, and staying objective without work stoppage can be difficult when there are many eyeballs inspecting every detail of the job. The use of a visual inspection guide (like the SP 1-10 surface profile pad or SP chart) where a reference number helps all parties agree on achieving the actual surface profile conditions before and after the surface preparation work.

How to use it: Before the road is striped, use the SP inspection tool to determine the current surface conditions for the new coating, sealer, or marking to be installed or removed.

The use of a visual inspection guide, like these surface profile pads, helps all parties agree on achieving the actual surface profile conditions before and after the surface preparation work.

Then select the best representative pad or profile number for the required surface-prep profile finish.

During application, your prior SP# agreement with the inspector will be one of the best assets you have before commencing your prep-before-marking work.

Information provided by the Smith University Xtreme Removal team. © 2017 Smith University. For more information on marking removal equipment contact Graco Inc., www.Graco.com or smithmfg.com

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Sealcoating Allan Heydorn, Editor

How to Ease

SEALER PICK-UP A little research and planning can get you in and out with a full tank more quickly ACCORDING TO SEALER manufacturers, the largest group of contractors they sell to is the contractors who drive to a distributor, pick up a load of sealer, go do a job or two, and then repeat the process as needed.

These contractors pay the highest pergallon price simply because they are not buying sealer in bulk, so it’s especially important they minimize their number of trips to a supplier, minimize the time they spend there, and maximize each visit.

Locations, Locations, Locations First, according to several manufacturers, contractors should learn all supplier locations – plant and storefront – in the area they work. “It

might be more convenient to pick up sealer from a storefront instead of the plant,” says Jeff Luzar, vice president of sales at Guardtop. “You might have future jobs that are closer to a location you don’t typically use, so it can pay to know where they all are.”

Tony Heffernan, regional vice president, Neyra Industries, says it’s these pick-up contractors in particular who need to evaluate how far they are from their supplier and how far jobs are from their supplier. “If they’re in a hard-toreach location, say four hours from a supplier, they probably should consider a tank in their yard because they can’t afford to be driving four hours each way to pick up sealer,” Heffernan says.

Bill Maclean, The Brewer Company, says that not only should contractors know all the different locations they can pick up sealer, they should know what those locations stock. “You can buy more than just sealer at many of our

Picking Up? These Tips Will Help • Call ahead • Avoid early mornings and peak hours • Plan ahead for weekend and large jobs • Get to know the plant and storefront people • Rely on the supplier’s expertise • Schedule a time if you need extra help • When in line, “Be Patient” • When in line, don’t leave your vehicle unattended • Know the product you want • Know the mix design

distributor locations so it’s important to know what kind of inventory they have,” Maclean says. “It could save you a trip back to your yard or to another location.”

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SealMaster's Bob Krebs says they will not add more water than the maximum their lab specifies.

“This may create a little heartburn with a few contractors, but we want everyone to be confident that the material was mixed correctly at our plant or stores. This will give you and your customer the sealer’s best performance.”

What’s your Schedule... and your Supplier’s?

Next make sure to know the hours of operation at each location. “Then plan your pick-ups during those hours,” Luzar says. “You’re better off picking up sealer in the afternoon for the next day than waiting until the next morning when we’ll probably have a line of contractors waiting.”

“Help us out by trying to work within the store hours,” says Bob Krebs, owner of SealMaster franchises in North and South Carolina. “Of course there are times when that can’t happen and we understand that and we’ll work with contractors as best we can.”

And Lee Lowis, vice president at GemSeal, says that if you do have to pick up material just before closing, call ahead and place your order in advance. “They will appreciate your thoughtfulness,” Lowis says. ”And when you do arrive, do your best to help speed up the process.”

Scheduling your pick-ups will help get you in and out more quickly too.

“Call and ask us what the peak times are at a particular location and work around those times,” Krebs says. “Also, try to plan in advance. If you’re going to be working on Saturday, pick up that sealer on Friday. Many suppliers have limited hours on the weekend or no hours at all and the last thing you want to do is sit in line waiting instead of working.”

“We can help figure all that out but that takes time and slows down the process for him and for everyone,” Heffernan says. “But if you know exactly the product you want to buy and the mix design you need for that particular product we can get you in and get you out quicker. They’re not making any money picking up sealer.”

Lowis says it’s important to be clear when ordering material. Most suppliers carry multiple types of sealer, additives, crack fillers, striping paints, etc. so be specific about what you want.

“Know what you want or know that you do not know what you want,” Lowis says. “When you arrive at the plant try to give them your complete order. If you

Picking Up? Negotiate the Price Tony Heffernan, Neyra Industries, says this is usually not possible on pickup loads. “But in many cases you can get terms where if, over the course of the season you cross a threshold that puts you into a lower level of pricing, you might qualify for a rebate,” he says.

Planning the Pick-up Suppliers say that one of the mostcommon problems they face from contractors picking up sealer is that they often don’t know what they want to buy.

Heffernan says that often the owner/ operator is picking up material himself, but he doesn’t know what the mix design should be, the cut rate, the amount of sand or the additive.

“Our job is to help you by getting you in and back out onto your jobsite as quickly as possible," Bob Krebs says.

"So if you get there and have to wait in line, be patient. We want to get you through as quickly as we can.”

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Sealcoating

Preparation and communication are key. “If you’re going to be using something your supplier doesn’t stock a lot of, let him know in advance so he can have it ready for you,” says Bill Maclean, The Brewer Company.

Picking Up? Suppliers Aren’t Weathermen Don’t ask “Is it okay to seal today?” Lee Lowis, GemSeal, says he has been asked that question when the temperature outside is 35° F. “We understand the stress in deciding whether or not to apply material when the forecast is uncertain, but we cannot make that call for the contractor,” Lowis says. “The flip side to this is when we feel obligated to point out that it is too cold and the contractor takes offense.”

have questions on what to use, clearly explain the results you are looking for.

If you are not sure how much sealer you need, tell them so that they know how to serve you best.”

Lowis says it’s not uncommon for suppliers to see over-dilution or underdilution because the contractor didn’t know how much sealer was left in the tank. “They either add too much sealer and do not leave room for enough water, or they put in too little sealer and fill the tank with water,” he says.

Krebs says they will not add more water than the maximum their lab specifies. “This may create a little heartburn with a few contractors, but we want everyone to be confident that the material was mixed correctly at our plant or stores,” Krebs says. “This will give you and your customer the sealer’s best performance.”

Picking Up? Know Your Equipment Know your equipment and how best to load it. “The cleaner and easier you make loading your equipment, the better for everyone,” says Lee Lowis, GemSeal. “For example: can you install quick-connect fittings that work with your supplier’s hoses? This keeps your equipment and their work area clean. It also reduces that chance of spilling material.”

When picking up sealer, plan ahead.

Know the product you want, the mix design you need – and the hours of the plant.

An even bigger problem, Heffernan says, is the contractor that sends his crew in to pick up product. “They’re either going to end up with the wrong material or they’ll buy things they don’t have to buy,” he says.

“Planning is more for their benefit than ours,” Maclean says. “If they send crews that are self-directed they can chew up a lot of time picking up sealer. So make sure they know what they’re coming in to buy. The more specifics you can give a crew when sending them in on their own, the more efficient it’s going to be getting them out and back on the job.”

Lowis recommends providing any crew member picking up material with a written list of what he’s to buy – or better yet, call the plant and give them the order.

Heffernan says if a contractor doesn’t know or specify the mix design, most

manufacturers will give them material exactly to the manufacturer’s specification for whatever product they’re buying. “The downfall with that is that at different times of year you might want to be altering that mix design,” Heffernan says. “In the middle of summer, for example, you might need 2% more water to help the sealer because the air and pavement is so hot. But we can’t put that extra 2% in unless they ask for it.”

And When You’re at the Plant...

If you do encounter a line waiting to fill up at a supplier, manufacturers say, “be patient.”

“Our job is to help you by getting you in and back out onto your jobsite as quickly as possible. But there are limitations,” Krebs says. “We can’t have five different ports manned by five different employees to handle five contractors needing sealer. So if you get there and have to wait in line, be patient. We want to get you through as quickly as we can.”

Here’s where planning ahead, learning store hours and calling about peak times really come into play.

“Just call ahead,” Heffernan says.

“Find the right time because you don’t

36 May 2018 • PAVEMENT • www.ForConstructionPros.com/Pavement

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Maintaining Your Equipment is Key to the Season want to come in to pick up when there are four guys in line ahead of you.”

If you have several questions and need help, set up a time in advance.

“That way they do not feel rushed to help other customers and can focus on you,” Lowis says.

And if you are in line, don’t leave your vehicle. If it’s your turn to move up and you’re not there, you not only delay yourself but everyone in line behind you.

On the other hand, Maclean says, when in line have some consideration for others. “If you’ve got a number of people in line and you’ve gotten your material and water, pull out of the way so other people can move up to load,” he says.

“If you plan ahead we can all be successful,” Krebs says.

Bob Krebs, owner of SealMaster North Carolina and South Carolina, says that maintenance of haul tanks and application equipment is the key to a successful season.

“In springtime when contractors are ready to rock and roll, the most common problem we encounter is they did not do maintenance on their equipment or clean out their tank during the winter,” he says.

“We’ve been cleaning out all our tanks and there’s no question it’s no fun and a difficult job, but it’s got to be done. Clean tanks improve performance during the season and result in less downtime on site.”

He suggests making sure all valves are working and replacing those that aren’t before heading out to that first job. “Preventive maintenance is the best,” he says. “Replace them before they wear out because you don’t want to have to shut down that equipment during the season to replace them. You also don’t want to be out on a jobsite and be unable to close a valve and end up with sealer all over the pavement because you can’t shut it off.”

He says to check all hoses for wear and weak spots. “They were used all season and you probably haven’t looked at them since you shut down.” Krebs adds that any equipment left outside during the winter probably should have all its hoses replaced. “It might just be better to replace all those hoses because freezing will weaken them.”

And if you have an equipment problem, don’t ask suppliers to be your mechanic. “Most suppliers will help you any way they can, and they can help you to a point,” says Lee Lowis, GemSeal. “But do not expect them to fix your truck or repair equipment that has been neglected, or that they are not qualified to work on.”

Krebs adds that when pulling into your supplier’s yard for the first time in the spring, make certain your bottom valve is closed. “We have seen a few that weren’t and this usually results in a mess on the ground,” Krebs says.

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Sealcoating Allan Heydorn, Editor

Is

Crushed Glass

a Substitute for Silica Sand in Sealer?

A-1 Sealcoating & Asphalt Maintenance relies on innovative replacement in mix design

the DOT and he said ‘you don’t have enough glass to go across the state of North Dakota’ and I said ‘you don’t know how much beer people drink’,” LaCoe says.

IN 2011 RON LACOE got the idea to try using recycled crushed glass to replace silica sand and boiler slag in sealcoating jobs. He and son Cody, co-owners of A-1 Sealcoating & Asphalt Maintenance, West Fargo, ND, did some investigating and on-the-job testing, and in 2013 brought the product to National Pavement Expo where it received quite a bit of attention – but few sales.

But that didn’t dissuade them.

Since then they’ve used it successfully on more sealcoating jobs than LaCoe can count, have generated interest from the Environmental Protection Agency, used it on U.S. Air Force properties, and are in discussion with North Dakota DOT to use it on the shoulders of all the state highways.

“We were talking with someone from

Thirty years ago, as a disabled vet with no job, LaCoe started doing building maintenance and in 1977 bought a used parking lot sweeper. Soon he built his own striping machine, bought a used striper, and eventually bought a new striper in 1987.

“Basically we were a striping and cleaning company until 1987, but we started adding pavement maintenance because people needed it,” he says.

To add pavement repair he bought a 55-gal. drum, filled it with hot mix at the plant, then drove from site to site to make pavement repairs. “We focused on the piddly stuff no one else wants – we still do. The big asphalt companies want the big jobs and we focus on the little stuff. It works out fine.”

In 2012 Ron and Cody decided to add sealcoating to their services. He

Start-up Works the Small Jobs

and his daughter, Jessie, built a 550-gal., trailer-mounted sealcoating system with agitation, which they used until they bought a Seal-Rite spray rig in 2015.

Today the 3-person company generates 75% of its sales from pavement repair and sealcoating work, 15% from crack filling and 10% from striping. Almost all their work is parking lot work, but they also sealcoat driveways and access roads in the many lake-area homes. “Lake-area homes are great for work,” he says. “We went into one lake and had one job and before we left we’d finished 14.”

Replacing Sand with Glass When A-1 began offering sealcoating services they tried boiler slag but didn’t like it, so they switched to silica sand.

“The silica sand really improved the product and made it last longer – and our customers were happy,” LaCoe says.

But LaCoe didn’t like the potential health issues associated with silica sand, especially since they were using so much of it and adding it into the sealer on

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Cody LaCoe says they apply sealer using squeegee or spray depending on what the customer wants, and the glass in sealer goes down no differently than sand or boiler slag.

He says the glass has created no issues with the spray sealcoating system. In fact he says he thinks silica sand might wear out a spray system quicker.

their own at the jobsite.

That got him thinking; he wanted to provide the enhanced sealcoating product but he didn’t want to expose himself and others to the dangers posed by silica sand and dust.

Then he thought about the landfill that he drove by twice on each trip to his supplier and he thought about all the glass bottles he could see in the dump.

Then he called a glass crushing plant.

“We showed them the silica sand and asked if they could provide glass that was the same granule size and clean and they said they can provide clean glass in any size granules we wanted,” LaCoe says.

He left that day with 400 lbs. of ground glass and used it in place of silica sand on a job just to test it out. “It worked out great,” he says. So they upped the ante, placing 750 lbs. of glass on a bank parking lot and then 950 lbs. on a job and then 1,400 lbs. on another job.

“It didn’t take us long to realize we were on to something,” he says. “The glass worked just fine – and it had the added benefits of being healthier for the workers and being great for the environment because we were removing a lot of bottles from landfills.”

LaCoe contacted the EPA, who he says had never heard of or considered using glass this way, and they liked the idea and encouraged him to pursue it.

job,” Cody says. “We’ll use up to about 4 lbs. per gallon and then bump up the additive to help the particles in the sealer stay bonded to the glass.”

Cody says that when comparing glass particles to sand grains under a microscope the sand contains pores while the glass does not. “Sand looks like a sponge and can absorb the water from the sealer. Glass has no pores so it doesn’t absorb moisture,” Cody says.

He says they control the size of glass particles based on how oxidized the lot is.

Mix designs generally recommend using sand or boiler slag in the 50 to 70 grade range. A-1 Sealcoating chooses from three different grades of crushed glass depending on the surface being sealed.

• 10-20 grade is used only on the most severely oxidized and aged pavement.

It’s considered “coarse to very coarse” and is added at the jobsite by the contractor.

• 15-35 grade is less coarse and is used on pavement that is not new but also not severely oxidized or damaged. Also added at the jobsite.

• Minus-80 grade filler is an almost powder-like material that can be added by the sealer producer at the plant or by the contractor at the jobsite. Minus80 crushed glass is used on new or like-new pavement.

A-1 used to buy its crushed glass in 55-gal. drums but it’s become such a mainstay of their operation that

they now buy it in 3,000-lb. totes. LaCoe says the cost of crushed glass comparable to silica sand.

Cody says they apply sealer using squeegee or spray and the glass in sealer goes down no differently than sand or boiler slag. He says the glass has created no issues with the spray sealcoating system. In fact he says he thinks silica sand might wear out a spray system quicker.

“I haven’t tracked it or tried to measure it but my feeling is we changed tips more frequently when we used only silica sand,” he says.

LaCoe says the choice of aggregate is up to the customer. He says when the job specs require it they do use a premixed sealer that contains silica sand.

But if silica sand or pre-mixed sealer isn’t specified for a job they try to use crushed glass.

LaCoe says they have offered incentives to customers to encourage them to use glass. When bidding the Border Town Bar & Grill’s parking lot, for example, A-1 Sealcoating offered the bar a $400 discount if the bar saved its beer and liquor bottles for a month and gave them to A-1. “We picked them up and trucked them to the glass company and they crushed them and we put that glass right back in the bar’s parking lot.”

“You can use crushed silica sand which has health and environmental issues, but since you have an option why not go a healthier route and use glass?”

LaCoe says.

How Glass Works in the Mix

Before Ron LaCoe says A-1 uses the ground glass exactly the way they had used silica sand, adding 2-3 lbs. per gallon of sealer. They use an additive on 90% of their jobs to help the glass bond to the sealer, the same as they would for silica sand.

“We buy our sealer without additive A just-sealcoated McDonald's that used or abrasive in it and mix it on site crushed glass in place of silica sand or boiler slag. because each job varies and because the condition of the asphalt varies job to

After

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Sweeping Steve Dunning

Adjustments Can Make or Break Your Regenerative

AIR SWEEPER How to keep your regenerative air sweeper working at peak efficiency WHEN IT COMES to efficiently cleaning large flat, paved areas such as streets, parking lots and airport runways, sweeper contractors often turn to regenerative air sweepers. Regenerative sweepers offer simplicity of operation, versatility, flexibility, and productivity.

Regenerative sweepers feature a fullwidth pick-up head and fuel-efficient drive systems. Large debris hoppers and water tanks provide extended productivity and require fewer stops for dumping, re-watering, and fueling. Routine inspections and simple adjustments are required to keep a sweeper on the road sweeping efficiently and out of the garage.

Water tank Use of water during sweeping is a vital part of the life and longevity of any regenerative air sweepers. The addition of water during sweeping acts as a lubricant so the debris stream is less abrasive to wear items.

Impellers may be worn prematurely by “carryover” – debris that remains in the airstream. Water is also added to the debris stream to suppress dust by adding weight to the debris. The heavier debris will fall out of the airstream more completely in the hopper. Operators should not continually operate the sweeper without refilling the water tank or checking daily to see if the spray nozzles are functioning.

Unlike pure vacuum sweepers, regenerative air sweepers do not vent or exhaust the air stream into the atmosphere. High volume airflow from the impeller fan is sent to the pick-up head, where it is applied to lift debris from the sweeping surface. Unlike a pure vacuum sweeper, the pick-up head contains both vacuum and regenerative airflow. Dust, dirt and debris containment is vital to the function of the regenerative air sweeper.

Standard configuration While there are several regenerative air sweeper configurations, the “standard” configuration is used primarily for municipal sweeping applications on streets, parking lots and some alleys.

Adjusting the presProper belt tension will ensure that sure slot and the balthe vacuum ance or suspension of system meets the the pick-up head will manufacturer’s enhance this regenstandards. erative air sweeper configuration’s ability to capture and contain dust, dirt and debris.

Checking the pressure slot is the first step. To ensure the pressure slot opening has sufficient clearance from the sweeping surface, the proper measurement from the lowest point of the pressure slot opening to the bottom of the dirt shoe skid should be 1 in. to 1½ in. Depending on the surface being swept, the pressure slot opening may need to be raised or lowered. For instance, a smooth runway requires very low-pressure slot openings, while rough roads with obstructions like raised manhole covers or crowned surfaces may require much higher-pressure slot openings.

Pick-up head suspension With the engine at idle, the pickup head suspension can be adjusted. Lowering the pick-up head into its operating position

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and pulling forward several feet will allow any curtains to fold back, enabling the pick-up head to drag into its normal operating position. At this point, the pick-up head’s dirt shoes should be floating about ½ in.

An impeller inspection is off the sweeping surrequired any time face. This suspension is a vibration is noted accomplished by four during sweeping to eight springs distriboperations. uted around the pick-up

on the road surface. Pulling forward with the RPM at sweep speed should allow the pick-up head to contact the surface without causing marks from the dirt shoes.

Balancing a pick-up head can be difficult if the pressure side is filled with caked-on dirt, which adds weight to the pick-up head. The pick-up head should be removed periodically for thorough inspection and cleaning, including cleaning of the pick-up head curtains.

Once the pick-up head is out from under the sweeper, it should be turned over to check the condition of the curtains.

Curtains

head at each corner. The pick-up head’s configuration - standard head, runway head (airport applications) or equipped with a center broom - will determine the number of springs.

Raising the RPM to normal sweep speed allows the suspension to be inspected further. When the air system is active, this slight float will limit dirt shoe wear as the pick-up head contacts the sweeping surface. Normally, the pick-up head only has contact when the vacuum system is at sweeping RPMs or speeds.

The corner springs support the weight of the pick-up head, allowing it to “float”

Curtains are vital to the sweeper’s ability to seal the pick-up head to the sweeping surface, ensuring the debris under the head will remain there to be conveyed to the hopper. Any rips, tears, holes, missing sections or deformations in the curtains will cause the blast air from a pressure slot to blow material out from under the head, creating a dust cloud as the sweeper travels down the road sweeping. Damaged curtains should be replaced. Any carryover deposits from the air blast portion of the pick-up head should be thoroughly cleaned. Deposits or pieces of carryover debris can build up and disrupt the pressure slot airflow, reducing sweeping performance.

Air flow The pick-up head is built in two pieces.

One side receives the pressurized air flow from an impeller. This “pressurized” air flow must be metered and directed to create the optimum discharge into the “vacuum” side of the pick-up head

to dislodge stubborn debris that has adhered to the sweeping surface. The discharge is commonly controlled and metered through a “pressure slot” or “air knife” with specific dimensions to best use this air flow, stream or blast.

Always check the sweeper manufacturer’s specifications regarding adjustments. Factory specifications provide general setup for “most” applications. If the pick-up head isn’t performing properly, the pressure slot openings can be manipulated as a trial-and-error process to maximize air flow. If this step does not enhance the performance of the head, all adjustments should be returned to factory settings (normally a ½-in. pressure slot opening).

Larger openings allow greater air volume with slower air movement, while smaller openings allow faster air movement with reduced air volume.

Vacuum enhancer Another component common to regenerative air sweepers is a “vacuum enhancer” device – usually a small door or flap in the pressure tube that Left: The “vacuum enhancer” device – a small door or flap in the pressure tube – can be adjusted to divert some air or let it escape for specific applications, creating more vacuum to pick up sand, leaves or other fine debris.

Middle: The pick-up head should be removed periodically for thorough inspection and cleaning, including cleaning of the pick-up head curtains.

Right: If the pick-up head isn’t performing properly, the pressure slot openings can be manipulated as a trial-and-error process to maximize air flow.

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Sweeping

will divert some air or let it escape for specific applications, creating more vacuum to pick up sand, leaves or other fine debris. Diverting the incoming air from the pick-up head leaves only vacuum under the head, which enhances the vacuum for fine or light debris applications. Most municipalities are faced with leaf-sweeping applications late in the year. In this case, removing a forward curtain (the heavier of the two) and using the vacuum enhancer to capture leaves more effectively without blowing them out from under the pickup head can be very helpful. It also reduces the chance to “plow” the leaves in front of the head.

Drive system The sweeper configuration includes an auxiliary engine, drive pulley, drive belt and airstream generating impeller.

Neglecting the auxiliary engine will

lead to expensive repairs. Inspection and service intervals are published by each engine manufacturer. The auxiliary engine should be serviced in accordance with the engine manufacturer’s recommendations.

Tensioning the drive belt extends the life of the belt. There are three common methods for belt tensioning: the tensioner and torque method, the deflection versus pounds to deflect method, or the frequency method. Regardless of the method used, proper belt tension will ensure that the vacuum system meets the manufacturer’s standards. Slipping belts become glazed and must be completely replaced. Regular inspection and service will significantly reduce belt replacement costs.

Pulley Pulley alignment is also imperative for long belt life. The impeller pulley,

tensioner pulley, and engine pulley must be in line to maintain low belt temperature. When adjusting belt tension or replacing the belt, pulley alignment should also be verified.

Impeller Regular impeller inspections will ensure long life and prevent any significant equipment failures. An inspection is required any time a vibration is noted during sweeping operations. Debris in the impeller can cause vibration. For impeller inspections, access doors or plates should be removed to rotate the impeller (refer to the safety section in the operator and service manuals).

When opening the impeller housing, neither the auxiliary engine nor the vacuum system should be engaged. Any piece of equipment that may put someone in harm’s way while performing inspection should be locked out or tagged out.

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Sweeping

During inspection, look for erosions of the end plate and vanes, blades worn to knife edges and accumulated debris.

Debris in the impeller housing – known as carryover – will cause impeller wear. Minimizing carryover will result in longer impeller life. The sweeper operator should keep the engine running only at the speed needed to pick up debris while sweeping. Running the engine at higher RPM than needed will cause debris to carry over and will result in unnecessary wear on the impeller.

replaced so that it can properly hold a liner afterwards.

Housing

Every sweeper manufacturer publishes service intervals, preventative maintenance tips and other helpful guidelines in their operations and service manuals. These guidelines must be closely followed to keep the sweeper on the road and out of the service shop.

The time invested in studying these manuals can deliver significant payback

If the housing has a liner of any kind, the liner should be firmly attached or glued into the housing. If the liner is heavily damaged, the outer diameter of the housing should be inspected for damage from any debris that may be thrown out against the housing. A damaged or perforated housing should be

Bearings Bearings used to support the impeller must be serviced with a high-temperature, extreme-pressure grease like Shell Gadus NLGI Grade 2 lubricant. Follow the manufacturer’s instructions regarding how often and how much grease should be used to avoid overheating or failure of bearings.

Operation and service manuals

to the owner in terms of getting more work done and running a safer, more efficient operation.

Conclusion As with any type of sweeper, lack of maintenance and neglect are very harmful to the machine’s overall performance. Educating operators and service technicians on proper operating and maintenance habits will make all the difference when it comes to extending the life of a regenerative air vacuum sweeper and minimizing the overall cost of ownership.

Steve Dunning is technical training instructor, Elgin Sweeper, whose products are sold and serviced through a network of more than 100 dealer locations worldwide. Elgin Sweeper is a subsidiary of Federal Signal Corp.’s Environmental Solutions Group. For more information visit www.elginsweeper.com.

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Snow Removal Steven Cohen

How to Make Sure Snow Removal Fits Your Company types of contracts—the advantages and disadvantages of each—and what it takes to keep the lights on during a slow winter.

Identifying Your Target Niche and Sticking to It

Tips on finding the right business approach and financial balance for snow business success WHILE SNOW AND ICE management services present many great opportunities for business growth and financial success, learning how to find the delicate balance in all facets of your business model is sometimes not as easy.

This article is going to offer a broad overview of the various snow market segments, contract types and business strategies to help you identify ways for greater snow business success. This snow business primer can help you learn how to develop a strategic plan that differentiates you from competitors and positions you as the choice provider in

your market. You can also learn a few tips on how to prepare yourself to agree, counteroffer or simply say no to certain contracts when the contract opportunity cannot be fulfilled effectively or does not allow you to develop a mutually beneficial client-contractor relationship.

First, you must know that everything discussed must be strategic to your organization. You must clearly identify your target niche and stick to it.

Secondly, snow removal is really not seasonal; it’s a year-round process of networking, educating your audience and timing yourself for striking when the iron is hot. Lastly, you must understand the snow industry is mostly controlled

by Mother Nature, and therefore, snow comes and goes … and sometimes never comes. You must build your snow business by knowing the different

To identify your niche, you need to ask yourself some questions. For instance, what do you enjoy doing most? Even within the snow industry, there are going to be some things that you like doing more than others. These are the clients you want to serve first.

Examples may include: • Class A corporate accounts.

• Small shopping centers and strip malls.

• Large shopping centers, malls, distribution centers, hospitals and educational institutions.

What do you not want to do? Almost as important as figuring out what you enjoy doing is figuring out what you don’t enjoy doing. Examples may include: • Homeowners’ associations, apartment complexes and high-rise buildings.

• Snow management companies, a.k.a. third-party work.

• Residential accounts.

Where do you have the most experience? Only you truly know your experience level and that of your company.

Your confidence, your abilities and your resources should guide this answer.

What is your target market? While you may start with a broad market (as in, anyone who needs snow services), you’re going to need to narrow it down from there. How can you break your market into more specific target segments? Examine your fleet and your 10-mile footprint. The answer can define your demographic and target niche.

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Snow Culture Removal

Next, ask yourself, who values my services? Some clients may value your services more than others. Think about the clients you work for, and identify the ones who understand the value of what you do, how you do it and who are happy to pay your fees.

Selling Is Year-Round — Strike When the Iron Is Hot You can break the year down into different selling seasons. The sales cycle could be as follows: • April through June. These proposals might leave a sour taste in your target audience’s mouth. The pay-a-littlemore-for-better-service sign-up could be an early approach to securing snow contracts. It’s not an easy sell, but it potentially puts you in the minds of the buyer later in the season. This is a long-duration sale in which you must remain in front of the client throughout the remainder of the year until buy time.

• July through September. You may see bidding activity picking up during this period. Savvy property managers are playing the let’s-get-the-price game.

Often, they already have a choice in mind, but need to validate their decisions or even their job. Be careful: If you are lacking a book of work, it is easy to price overly aggressively.

Accounts are often booked at this time at lower margins, trucks become allocated and then what?

• October through December. This is the uh-oh time of the year, especially the closer you get to December. The client is in panic mode. Many other companies are declining services because they are at capacity. This becomes an ideal time to strike if you are short on work or are looking for growth.

Different Types of Contracts, their Advantages ... and Disadvantages It’s always interesting to hear what other snow professionals have to say when it comes to the discussion of snow contracts. Every part of the country has its favored type of contract. The real art

of the deal for contractors is to build a blend of different types of contracts to meet the financial needs of the company.

The different contract types include: • Per push or per visit.

• Per event, which could be per occurrence or also what is called all-in.

• Seasonal, meaning pay one price no matter how much snow and ice is removed per season.

Your market often dictates the type of contract you may be proposing. The ideal mix is around 60 to 70 percent seasonal, 20 to 30 percent per event and 10 percent other. In the end, this type of contract portfolio helps allow for positive cash flow in light winters and additional revenue during heavy winters.

Your seasonal sales should be structured to keep the lights on, keep employees employed and bring a minimum desired profit should it snow the average amount. Your remaining per-event and hourly contracts should help balance out those heavier winters on overages on your seasonal contracts, and ideally bring some additional revenue to balance profit margins. Using the above methods and ratios, you should be able to find the appropriate balance for your business.

To Subcontract or Not to Subcontract Many snow contractors ask whether they should subcontract to others.

Subcontracting can be used as a means to allocate equipment or surplus resources. While it can bring steady work and build good relationships, you must find the balance that works for your company. There are many national companies today looking for snow service providers. At the end of the day, working for one of these companies has to make sense. More often than not, the prices paid are competitive and the risks in getting paid are larger than working for a client directly.

If you are going to subcontract to nationals or larger regional companies, your volume should be less than 20 percent. You should also negotiate rates and payment terms. If you do subcontract, you must read and reread

your subcontract agreements. They are often one-sided, and be wary of the we-pay-when-we-get-paid or if-we-are-not-paid-you-are-not-paid verbiage. Make sure your paperwork is 100 percent compliant, and address any questions or concerns early in the process. Keep in mind that working with nationals is a good way to fill route gaps.

But learn when to say no! Toward the end of the sales season, it’s easy to have dollar signs in your eyes. Many snow contractors often take accounts that are beyond their capabilities, overload their routes and say they are going to figure it out. As a snow professional, you know deep down inside that snow removal often ends up with challenges when you say you are going to just figure it out.

When looking at snow opportunities, you have to ask the following questions: • Does it fit my demographic?

• Do the numbers really work?

• Do I have the reserve assets to perform the work?

• Do I have the materials?

• Do I have the labor and cash flow to support the work?

If the answer to any of these is no, just learn to say no! It’s better to walk away from a job that you may potentially be able to bid again under better circumstances than to fail and be assured you are never going to have that opportunity.

Steven Cohen, principal of GreenMark Consulting Group, is a business management and operations consultant with more than 25 years of landscaping and snow industry experience. He has an extensive background in managing cross-functional business operations, business strategy and market growth projects.

He prides himself on being both an analytical and conceptual thinker who effectively partners with business owners to assess opportunities, facilitate strategic decisions and drive successful implementations. GreenMark Consulting Group specializes in helping growth-oriented companies see through challenges, and map out operational and growth strategies. For more information, please visit greenmarkgroup.com.

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CO-DATING WITH FASTENER EXPO

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Contractors ’ Choice: Lighting

Rod Dickens

Understand The Bright and Dark Sides of

LED Light

Towers

While increasingly commonplace, it’s important to be aware of both the bright and dark sides of LED lights for construction sites

THANKS TO FUEL SAVINGS, a lower cost of ownership and other benefits, it’s not surprising that LED light towers are gaining more acceptance within the construction industry. In fact, most manufacturers now offer LED fixtures as a factory-installed or aftermarket option.

This is not to say that LED (light emitting diodes) will make metal halide (MH) bulbs obsolete overnight. But the light tower market is heading in that direction. Just how soon it gets there depends on several factors, not the least of which is narrowing the gap between the initial cost of LED and its many benefits.

Lower Fuel and Operating Costs The construction industry is well positioned to take advantage of LED lighting. Deree Bivins, product manager, Doosan Portable Power, puts fuel cost savings and cost of ownership high on the list of reasons why. “Light towers with LED fixtures are much more fuel efficient than those with MH bulbs, using 50% less diesel fuel,” she states.

“The fixtures will also outlast MH bulbs multiple times over.”

Doosan, which has four light towers that can be fitted with LED fixtures,

recently published an interactive costsavings calculator to help drive this point home for potential users. The calculator compares LED and MH, factoring in the cost of diesel fuel and the shift run time for the light tower multiplied by the number of shifts per month.

The initial example provided with the calculator shows delivered diesel fuel at $3.25/gal., with the light towers being used on 10-hour shifts 20 times throughout the month. The savings for LED added up to $162.50 per month or an annual savings of $1,950. That’s a sizeable figure that alone puts a dent in the higher acquisition cost of LED. “LED fixtures will also perform for at least 50,000 hours, which means they will virtually outlive the light tower that houses them,” Bivins adds.

“Compare that to the relatively short life span of MH bulbs and the cost and

inconvenience of Light emitted by LED (left) is whiter replacing them. LED and more like lamps are more duradaylight than that ble, too, and won’t given off by a metal break while moving halide (right) light the light tower over tower. rough terrain, something that is characteristic of the filament in MH bulbs.”

The savings in fuel and operating costs can be dramatic, especially for contractors that routinely employ light towers on jobsites. Yet, there are other benefits.

“The additional run time alone for LED saves handling fuel, something that can be very time consuming and costly in more remote locations,” says Eric Massinon, business development director, Chicago Pneumatic. “When used in combination with a photo eye/timer option on our CPLTV5+ tower that turns the light on and off automatically, the

52 May 2018 • PAVEMENT • www.ForConstructionPros.com/Pavement

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Four LED fixtures are shown installed on a Doosan light tower crossbar. LED is an available option on four of the company's models.

longer run time could mean you won’t need to visit it for up to two weeks.”

Of course, time and cost savings are not exclusive to those working in remote locations. “How many times have you driven through a road construction site during the day and observed a seemingly endless row of light towers? All will need to be turned on, turned off and routinely refueled,” Massinon comments. “LED would reduce refueling requirements while the photo eye eliminates the tedious on/off task.”

He adds, “LED is more like daylight and travels further than light emitted from MH. The fixtures are also instant on and instant off.”

“Elephants” Both Big and Small The big elephant in the room for LED is its initial purchase cost, which likely adds close to a few thousand dollars per light tower. But there are baby elephants, too.

“The average LED light tower in the U.S. uses 960 watts compared to 4,000 for MH. Depending on how much area you plan on lighting, the application may require more LEDs. The impact is mitigated in part because the white light given off by LED seems brighter,” says Ben Froland, light tower product manager at Wacker Neuson. He notes the company plans to release nextgeneration LED for its new LTV light The savings in fuel and operating costs of LED light towers can be dramatic. There is also reduced need for refueling.

Chicago Pneumatic

tower; the factory installed option will include four 240-watt LED fixtures.

Just how much light LED gives off compared to MH is, as Bivins points out, in the “eye of the beholder.” What isn’t subject to debate is that an MH fixture — while brighter out of the box with approximately 60,000 lumens — has a significant depreciation factor that will get it closer to the Doosan LED’s 23,000lumen output in a short amount of time.

J.R. Fraher, Generac senior product manager, describes just how dramatic this depreciation can be. “The LED’s depreciation over 10,000 hours is only 3%, compared to 50% for MH,” he says.

“The white light generated by LED is not only more consistent, unlike MH it can also be focused to be very specific for the application. “We have to remember that LED today is really a first-generation effort, and the technology is moving so rapidly that new LEDs will be more powerful and less expensive than those on the market.”

A smaller “elephant” for LED is the potential for engine wet stacking, since LED doesn’t require as much power as MH. “Diesel engines like to work. If they don’t, they may not reach the optimum operating temperature, causing fuel to be unburned,” says Froland. “This, in turn, can lead to fouled injectors, unseated rings and other problems that reduce the engine’s efficiency and shorten its life span.”

Proper matching of the diesel engine to the load demands of an LED light tower will reduce the risk of wet stacking and ensure long-term reliability.

Wacker Neuson

The effect can be avoided by ensuring the generator and engine are correctly matched for the light tower system.

“Diesel engines all have unique operating characteristics due to differences in design. Extensive testing in cooperation with engine manufacturers helped us select an existing light tower engine that runs inherently well lightly loaded,” Froland asserts. “This allows the Wacker Neuson LED light tower to retain longterm durability, extended service intervals and maximum available export power while also realizing significant fuel savings. No additional components are necessary.”

Onboard banking can also be used to keep a diesel engine working hard. If not “load banked,” spare energy can be used to power tools or other items on site.

LED’s elephants are small compared to its benefits. In addition to fuel and cost savings, Fraher notes that like MH, LEDs are suitable for any activity or application that requires lighting.

“LED bulbs provide a more relaxing, natural light than MH bulbs,” Fraher adds. “As technology improves and more suppliers enter the manufacturing space, costs will be driven down. A longer run time of 215 hours for our two units and a 750-hour service interval helps reduce operating costs.”

Rod Dickens, a freelance writer based in Madison, WI, specializes in construction.

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On The Job

How to Avoid the Top 5 Common Mistakes When Asphalt Paving Training courses can help break bad habits

PAVING HAS LONG been recognized as a job molded on precision. From temperature to speed to head of material — every team member on the paving crew influences the final product, and every mistake made is amplified further down the line.

With regular, hands-on training, however, every team member on the paving crew can gain not only an understanding but also experience making small changes that lead to a better paved road, and a well-tuned team.

“My favorite part of teaching courses is watching aha moments happen during hands-on training, especially when that’s from a student who’s been paving for 20, 25 years,” Wayne Tomlinson, compaction training specialist with Volvo Construction Equipment, says.

“I know these guys are busy and getting away for training is tough, but a few days’ time in the scheme of how it impacts a crew’s bottom line are so impactful.”

Tomlinson says that while every class member comes to training with specific goals in mind, the sessions focus on

some of the most common mistakes that hands-on training can help rectify.

COMMON MISTAKE #1: Not controlling the head of material — More than 95% of all material faults are due to improper head of material in front of the screed. One of the most common operator mistakes is allowing for fluctuation.

Chances for speed bumps and waves in the mat are increased by even an inch of fluctuation in the head of material.

The training solution: Many of the latest machines are equipped with sensors to control head of material.

While this is an easy solution to the problem of fluctuation, many operators either choose not to use them or haven’t been coached on how to set them up properly. Hands-on training can give operators confidence in using these tools already at their disposal while reducing the risk for material faults.

COMMON MISTAKE #2: Turning the depth cranks too much — Needlessly adjusting the depth cranks throughout the paving process can cause waves in the mat, ultimately requiring milling or repaving to meet smoothness specifications.

The training solution: To break this bad habit, operators should be trained to set the depth cranks effectively. Aside from the occasional minor adjustment for elevation changes, depth cranks shouldn’t be moved often.

COMMON MISTAKE #3: Changing speeds or paving too fast — Inconsistent paving speed not only has a negative impact to uniformity, but it can also throw off the timing of the entire paving train. Rollers are also often faced with the pressure to catch up, so another common mistake is paving too fast. If the vibratory compactor impact spacing

isn’t adequate, it can cause a washboard effect as well as density problems.

The training solution: Most pavers are equipped with speed limiters. Operators can limit the issues surrounding inconsistent or high speeds by using this tool. Many operators, however, either choose not to use the speed limiters or haven’t been properly trained on how to use them.

COMMON MISTAKE #4: Not using auto grade and slope control systems — If there’s any chance to reduce the amount of guesswork in paving, an operator should take it. Auto grade and slope control systems help reduce operator mistakes and lay a smoother mat.

Still, there are operators who choose not to utilize them or have had a bad experience with them due to setup issues.

The training solution: If auto grade and slope control systems are properly configured, they can be fantastic tools for operators. If, however, the systems aren’t properly matched to the paver’s electronics, the readings won’t be accurate. Proper training on how to set up these systems is vital to ensuring the effectiveness of the tools.

COMMON MISTAKE #5: Stopping the compactor straight on — Another common mistake is to stop the compactor without turning at a slight angle.

When stopping squarely, the resulting indentation will be much harder to level out on future passes. In fact, it can even get worse with each subsequent pass.

The training solution: The simplest fix to this mistake is to train an operator to stop at a slight 20% to 30% angle.

Indentations made by a roller stopping at an angle are much more easily smoothed on future passes than those made by rollers that stop squarely.

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From the Owner’s Desk

Nick Howell

Premium Isn’t Just for Gas….

AS WE ESTIMATE sealcoat jobs, it’s ever so important to properly inspect the lot’s condition. Hopefully being in the asphalt maintenance business you are able to identify different failures -- and know the ways to fix them.

When it comes to sealcoating there are now, more than ever, many different options of sealer. I’m not talking just refined coal tar or asphalt emulsion, but now we have the option of Premium Sealers. While Premium Sealers have been around for decades, it appears they are becoming more popular now.

Most major brands offer a premium version of sealer, but just like premium gasoline -- get ready to pay. I’ve personally never balked at the cost. I’m a believer that as contractors we shouldn’t have a race towards the bottom. Just like gasoline, not everyone can afford nor wants premium, but in some cases, it’s what the doctor ordered.

As you get called to look at a lot or driveway, you will see what’s going on. But most importantly, what’s the traffic load like? In writing the correct prescription for a sealcoat, you will want to be able to offer a product that will not only seal and protect but offer a level of service to meet the lot’s needs. This is where some of the premium sealers come into play.

Some Premium Sealers offer a higher solids count, or improved aggregates, along with specialized polymers to aid that aggregate suspension or even help the sealer perform at its best. If I’m looking at a high-traffic grocery store, and I see the entrances are just shot, I’m going to look at premium options to give the owner the best shot of prolonging the sealer’s life.

Why can’t I just make my own premium sealer? Sure, you could. But you can’t discredit the experience and knowledge of the manufacturer, who not only

knows your area but knows the product, and exactly what formulation works better than others.

Premium Sealers are not the only way to ensure a success. Making sure the lot is clean is just as critical. If I could pressure wash every lot we sealed, I’d do it.

Unfortunately it’s cost-prohibitive on most large lots, but get as close as you can; just don't skimp on cleaning.

Next, follow the manufactures specifications for sealcoats.

Undoubtedly the normal rule of 24-hour dry time before traffic is important, but it’s even more important if you are trying to solve a problem of premature wear, or if the parking lot experiences high traffic volume.

It may be a situation where you time the job just right, so that you can get 24 hours of no traffic. Or perhaps you can sealcoat smaller pieces of the lot to allow that goal to be achieved. But either way, if you are dealing with a critical area, then by all means follow the 24-hour dry time rule. Normal sealcoats usually call for two good coats, however, you may opt for a third coat in those high-traffic areas.

Always consult with your supplier, as they can give the best time tested advice to solve your particular challenge.

Fortunately now days with the options of Premium Sealers, it makes our jobs even easier to seal and protect our client’s pavement to our best abilities, plus they add another revenue stream to our businesses. Let me know if you regularly use Premium Sealers, and what you think.

Nick Howell, president of T & N Asphalt Services, Salt Lake City, UT, has been a regular presenter at National Pavement Expo since 2008 and a member of the Pavement Advisory Board since 2007. He will be presenting several sessions at the 2019 NPE, Feb. 27-March 2 in Nashville (for details visit www.nationalpavementexpo.com). Let him know your thoughts on “From the Owner’s Desk,” and if you have a question or topic you’d like covered – let him know that too! You can reach him at nick@tnasphaltservices.com.

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Your Business Matters

Joshua Ferguson

! r e g Dan

Contract Issues Ahead!

6 tips to help you avoid contract hassles this season EXECUTING BOILERPLATE contracts passed down from the client without negotiation can poise huge problems for a contractor. This article discusses some areas of concern that need to be addressed when finalizing a written agreement.

1. FULL EXECUTION OF ALL DOCUMENTS If a contract is not either fully executed, or executed in counterparts, it can often be found enforceable. The simple solution is to make sure your file contains a fully executed contract.

Additionally, the contract should have a section that permits signing in counterparts, meaning that not everyone has to sign on the same document. If the property owner/manager signs on one contract and the snow plow contractor signs on another contract, then it would be considered fully executed.

2. LESS CONTROL SHOULD BE DEFINED BY LESS LIABILITY If the property owner/manager is going to dictate how, when and where services are to be performed, ensure that liability for that discretion lies with them. In those circumstances, the contract should make clear that if owner declines or decides not to have the Contractor apply the Services to any portion of the Premises, the Owner acknowledges that the Contractor is not responsible for any damages or claims whatsoever relating to or caused, in whole or in part, by the failure to apply the Services to the Premises in any circumstance.

If the term of the contract is not clear, the opposing parties can make an argument based on whatever benefits them the most. Identify the exact terms of the deal and do not leave anything to chance.

3. UNFINISHED BUSINESS Another major problem I see on a consistent basis is that the scope of work section does not properly detail the how, when and where the operations will be performed. Even when there is sufficient detail, there is often language that puts unfair, unattainable and unrealistic requirements on the contractor. Language such as “Continuous” (i.e., “continuous service” or “continuous monitoring”); “bare pavement” or “slip free conditions” should be avoided. Instead, opt for words that permit servicing within a reasonable period and service that is consistent with industry standards.

4. UNCONTROLLABLE EVENTS Fourth, the contract must contain language to limit responsibility for acts of God or other events out of the contractor’s control. Some examples include delays in performance caused by strikes, weather conditions, and inability to obtain material. This language is often missing and could play a role in defending claims from the property owner/manager for failure to perform duties, as well as personal injury or property damage claims.

5. UNFAIR RISK TRANSFER LANGUAGE Lastly, the indemnification and hold harmless language seems to be one of the most misunderstood sections of a contract. As a result, I see contractors sign documentation and ask questions later.

Depending on whether the language is beneficial to the contractor or not, it can significantly impact the obligations of not only the parties but their insurance carriers, including the obligation to defend and indemnify. This type of language increases exposure, as the contractor’s carrier will have to

represent not only the insured, but also the indemnified parties.

It is incredibly important to avoid language that requires the contractor and their carrier to provide defense and indemnification in the following scenarios: (1) based solely on allegations in the Complaint (look for the words “threatened or alleged”), or (2) without regard to whose act or omission could have caused the alleged condition.

6. PAYMENT DEFINED

BY PERFORMANCE AND INVOICING Too often a contractor executes a ‘paid when paid’ contract. In other words, the Contractor will not be paid until their client (the general contractor, or property manager) is paid by someone up the stream. A contractor should ensure that the contract defines how, when and where payment is to be made, preferably within a short time frame of when the invoice is submitted. Further, it should allow interest to accrue on overdue payments, an option to terminate agreement based on failure to pay, and identify options to collect that payment (proceeding through court with recovery of legal fees and costs).

In summary, proper risk management means understanding the areas for concern and paying attention to details.

Every step of the process should be analyzed, from bidding through contract negotiations, on to performance, invoicing and collecting payment. Time spent up front can save a contractor time, money and effort in the long run.

Joshua Ferguson, attorney with Freeman Mathis & Gary, LLP, presented "Risk Management and Error Recovery Tools to Protect Your Company" at the 2018 National Pavement Expo in Cleveland. He can be reached at jferguson@fmglaw.com.

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NAPSA

WSA

Cleaning the World One Foot at a Time Making the environment a better place one foot of pavement at a time is what power sweepers do. What a great industry to be in. The people of this industry have got to be the best group of people you will ever meet in your life! A countless number of volunteers have put in countless hours for projects and programs that will promote the industry and bring value to each and every person in asphalt maintenance.

From the standard being written by NAPSA for power sweeping to the next phase of the Certified Sweeper Operator (CSO) program, this group has got game.

Don’t believe us?

Well we have completed the CSO for Parking Lots, which is online and have many people going to www.SweeperSchool.com to get training ... and we are also honing in on CSO for Construction.

Scott Duscher of Agua Trucks, AZ, and his task team are meeting weekly to invent that training. And when that's done we have CSO for municipalities on the radar. Won’t it be nice to have a baseline of training in the areas of construction and municipal sweeping? This is coming for 2019!

Speaking of 2019, as we write this, the NAPSA education team is preparing to meet to finalize the topics for the 2019 "Best Practices" session at National

Pavement Expo Feb. 27-March 2 next year in Nashville. They have met over the past couple weeks to hash out the free education sessions and keynote address that NAPSA members have the opportunity to see and today more work continues. See what we mean by NAPSA members have got game?

So what’s tomorrow?

Well we have to keep our calendars updated to track all of the work that is being processed. But even we can’t recall exactly what meeting is happening tomorrow, we know that the focus on the horizon is to improve the industry and the opportunities for NAPSA members and the power sweeping community. Let us know if there is something that you need help with.

The North American Power Sweeping Association (NAPSA) is a nonprofit association made up of 200+ contract sweepers, service providers and sweeping equipment dealers, manufacturers and suppliers. NAPSA is dedicated to providing beneficial support to the membership and enhancing services to the sweeping industry. NAPSA is committed to promoting and educating the power sweeping community while enhancing the environment. For more information on NAPSA membership, please visit www.powersweeping.org or call (888) 757-0130.

The Impact of Your Company Culture

by Ranger Kidwell-Ross Due to the impact as the Millennial's, an increasing number of employees place a high value on flexible hours as they strive to maintain a work/life balance. In short, you need to show today’s employees that you care about them, as individuals, and not just in their work hours but also taking into account the needs of their families, their health and overall wellbeing.

No matter what position they are in, your team members need to feel like they have an opportunity to grow and advance within your company.

Fortunately, this doesn't always mean a promotion; rather, the same results can be obtained by making your employees proud of the work they perform. We all want to feel valued and appreciated.

As you may have already discovered, many employees today don't want just a paycheck. Rather, they want to feel like they are changing the world for the better. So, make sure your team knows that sweeping offers the first line of defense when it comes to keeping pollutants out of our water supply. Yours is an environmental company in a leading environmental industry.

You need to create a company culture where employees want to come to work each day. Be adaptable and open to new ideas that come

from your employees as well as from elsewhere. When growth opportunities show themselves, consider who in your current organization might be suited to take over the new tasks.

It's up to you to make your workplace an enjoyable, tensionfree place to work. Research shows that one in five employees doesn't do their best work because they feel that others in the organization aren’t. If you have underachievers poisoning your workplace, shape them up or move them out. Finally, keep in mind that everyone wants to be on a winning team so be sure to share your company's successes with all of your employees.

WSA contributor Ranger Kidwell-Ross has been providing information to the power sweeping industry since 1988. He is editor of WorldSweeper.com, an information resource for power sweeping, as well as founder and executive director of the World Sweeping Association. For more information about WSA visit www.WorldSweepingPros.org or contact Kidwell-Ross at director@ worldsweepingpros.org.

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PCTC

“Best Practices” for Warm Weather Sealcoating Warm weather brings more business opportunities for the sealcoating industry, so sealcoating professionals should make sure they’re prepared for the spring and summer peak season with “best practices.”

ForConstructionPros.com/12280270

DRESS FOR THE JOB, NOT THE WEATHER Warmer temperatures outside usually equate to fewer layers, but ensuring that employees are protected is as key to a successful job. Like most industrial chemicals, refined tar sealant (RTS) has potentially hazardous properties. These potential hazards are well known and can be controlled by following some simple work practices and using good personal hygiene. Appropriate clothing is recommended, including long sleeves, full-length pants and work gloves.

If refined tar sealers contact skin in the presence of sunlight, irritation can occur and workers may experience moderate to severe “sunburn” effects.

Depending on the method of application and weather conditions, a hat and face shield may also be appropriate.

Protective creams minimize skin contact with sealer and to block the sun’s ultraviolet rays that can enhance skin irritation. But when proper handling and personal hygiene precautions are observed, skin irritation should not be a problem.

CURING WITH HUMIDITY As most sealcoaters know, water is the major component of RTS.

Evaporation of the water starts the process of adhering the sealcoat particles to each other and to the pavement. Under highly humid conditions, allow longer drying time before the application of the subsequent coats and finally opening to traffic. If humidity is above 90% sealer or paint should not be applied. There's nowhere in the air for the water to go because the air is so saturated, and you run the risk of those walking on the sealant tracking it into other areas.

KEEP TABS ON THE FORECAST Most contractors know that their toughest decision is how to interpret weather conditions.

A 24-hour forecast window is usually safe, but be cautious.

Scientists have referenced instances where RTS runoff has occurred in the late-season where cool temperatures combined with high humidity caused a storm after application. This happened at the beginning of University of New Hampshire’s 2-year sealcoat storm water runoff experiment. Scientists reading about the UNH experiment think this was a normal occurrence -- a misconception that has influenced regulators view of the industry ever since.

Do not apply sealcoat if rain is in the forecast. In the hot summer months, thunderstorms can develop quickly, which leads to the reminder to be aware of the chance of thunderstorms.

For more about PCTC visit www. pavementcouncil.org.

ForConstructionPros.com/10072313

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Jessica Lombardo, Contributing Editor

Technology

Waste Not When mixed with other ingredients, the cellulose from recycled toilet paper looks and feels like regular asphalt, keeping the sludge out of the wastewater system IT SEEMS LIKE they’ll throw any waste product in asphalt these days just to see what works. From pig manure to algae and cigarette butts, our asphalt roadways and parking lots are creating opportunities for waste products to be reused instead of being left to rot.

Toilet paper is the latest waste product to be tested in asphalt and a 0.6-mile bike path in the Netherlands connecting two towns is the first to be paved with the repurposed material.

Why Toilet Paper?

Most roads in the Netherlands are paved with opengraded asphalt friction course (OGFC), which is porous and water permeable. Compared to more run-of-the-mill types of asphalt, OGFC requires higher volumes of bitumen, which binds together the stones and sand that make up the asphalt. Cellulose is added to thicken the mixture and prevent the bitumen from dripping off the aggregate during processing, transportation and paving.

“When roads get wet, [they get] slippery, so we use this asphalt because it takes water away from the road surface quicker,” says Ernst Worrell, professor of energy, resources and technological change at Utrecht University. Wicking water from the road is an important safety measure for a country that sees 27 to 35 inches of rainfall per year.

Meanwhile, the Dutch flush an estimated 180,000 tons of toilet paper annually.

That paper makes its way to wastewater treatment plants, where it’s filtered out with the rest of the solids. The resulting sludge is dried and incinerated.

Aside from producing large amounts of CO², the incineration process destroys many valuable resources found in wastewater, one of which is cellulose.

The bicycle path uses what’s called tertiary cellulose, extracted from waste streams, says Erik Pijlman, director at KNN Cellulose, one of the partners on the project. “We take the cellulose out of these streams and once again make it into a [raw material],” he says.

There are plenty of materials that contain cellulose, but paving roads is a pretty good use for the one type of recycled cellulose that can’t be incorporated into a lot of other products: the kind that comes into regular contact with waste.

People tend to not want to come in contact with things that have touched waste, though, so no amount of sterilization makes it OK to turn the product into recycled napkins or other paper products.

But since toilet paper is typically a source of highquality cellulose fibers (from wood chips or recycled paper), it would be a shame

to waste it. Hence the pavement, which is mixed at such high temperatures that the manufacturing process would kill off any remaining pathogens that might possibly lurk within the posttreatment toilet paper.

The recycled toilet paper in this case is collected during wastewater processing, where it’s separated out from all that excrement and then sterilized, bleached and dried for reuse. The result is a fluffy, grayish material.

To do this, the paper fibers are sifted out of the wastewater by a 0.35 millimeter industrial sieve before proceeding through a series of machines to be cleaned,

sterilized, bleached and dried.

“If you look at it, you would not expect it to have originated from wastewater,” says Chris Reijken, wastewater treatment advisor at Waternet, one of 22 water authorities in the Netherlands, and part of the working group overseeing the project. “You can touch it, you can use it, it’s no problem.”

The toilet paper asphalt has been around for about a year now, and according to CityLab writer Tiffany R. Jansen, it looks almost identical to the rest of the bike path.

The toilet paper-laced asphalt has since been used to pave a parking lot and a dyke in the region, too.

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Contractor Snapshot

Allan Heydorn, Editor

Success the First (and Second) Time Around How Pennsylvania’s Pave Care resurrected the business after a four-year “mothballing” IT’S DIFFICULT ENOUGH to start a business and get it up and running and profitable once. How many people – other than Rick and Kathy Dillaman, owners of Pave Care in Springfield Township, PA – can say they’ve done it twice? With the same business?

Rick joined the U.S. Air Force in 1983 after graduating from high school, working as an air traffic controller. He left the active duty Air Force in 1988 “because I had an itch to get my shingle out” and he attended his first National Pavement Expo in New Orleans in 1989. That same year he bought a used Tymco 600 and started sweeping Walmarts and truck stops.

“We made it through the 1990s and kept growing and by 2000 we were doing sweeping, sealcoating, cracksealing, painting and bought an infrared hot box so we could haul asphalt and do patching,” he says.

A successful business was up and running. He stayed involved in the Pennsylvania Air National Guard – which as a result of 9-11 called him back to duty for six months in 2002. In 2003 the Air Force remobilized him because they needed traffic controllers, and in the end he was recalled for four deployments between 20022006, including tours of duty to Air Bases in Afghanistan , Iraq, and two other contingency Air Bases.

“For four summer seasons I was physically gone the vast

majority of the time, and two of those summers I was gone completely,” Dillaman says.

Kathy and their son, Joe, “kept the basics going, but we basically mothballed summertime asphalt maintenance and the business was on the rocks,” Rick says. “All those relationships we had spent years developing were gone because those people had to go somewhere else to get their work done.”

Airports a Specialty But in 2006 when he returned from Iraq he jumped right back in. “I started the business twice,” he says. “In 1990 and 2006.”

“When we re-engaged I made some calls and things slowly started to pick up. I just picked up the phone to let them know we were back at it, full service, and trying to learn what they needed. Our service, our ability to provide what people need – that’s what got us back.

When a GC calls you’ve got to be able to go and solve his problem for him and we’re able to do that.”

Today Pave Care offers municipal, construction and parking lot sweeping; sealcoating; striping; and infrared pavement repair and patching.

And over the years they have come to specialize in nonpaving jobs on heliports and General Aviation airports, which now account for half the work they do each year. Dillaman says General Aviation airports have some special security

requirement, and they do require a bonding , which on that first job was $100,000, and they’ve gradually built up their bonding capacity over the years. “Attention to detail is paramount, especially on the striping because those airports don’t have a traffic control tower,” he says.

He says his trucks on runways have to have large flags and have to meet specific lighting requirements, and the crews are all wired up with audio so they can talk with one another and hear what’s going on throughout the site. “It’s a whole different work environment when you go to an airport vs. a commercial project. At the airport you’re always looking at the sky and listening for noise.”

Dillaman says that on 85% of airports Pave Care is the general contractor. “If the work is geared toward cracksealing or re-marking we’ll bid as the prime or GC. If the job is heavily influenced by asphalt repaving or drainage issues we’ll bid as a sub,” he says.

Renting Equipment for Growth Pave Care started by sealcoating driveways, gradually growing to a 300-gal. tank with no pump to the 1,000-gal. truckmounted tank and 550-gal. unit they now own. Most sealer is applied by spray, though they did rent a squeegee machine for more than two months last

Kathy and

Rick Dilla

man

year and are considering adding a squeegee unit to their fleet. In 2017 they also rented a mastic patching machine and a miniexcavator for drainage work.

He says that for a while they rented a tow-behind hot-pour cracksealing melter/applicator when working airports and finally bought one. “Now it’s in use all the time,” he says. “It’s paid for itself many times over.”

He says balancing renting against buying is a challenge the company faces every year.

“A lot of suppliers are getting into equipment rental and that helps us as we’re always trying to balance rent vs. buy,” Dillaman says. “If money were unlimited we’d buy more equipment, but instead we just have to sit back and evaluate whether it’s better to rent or to capitalize it.”

From 2003-2005 Pave Care worked to improve its marketing, upgrading the website in 2007 and again this year to make it mobile friendly.

“When your customers look to get to you and your website isn’t loading that’s a representation of you. I’m still surprised by the number of calls and emails I get from the website,” Dillaman says. “You can have the best service but if you can’t get the word out it doesn’t matter.”

68 May 2018 • PAVEMENT • www.ForConstructionPros.com/Pavement

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Index

PAVEMENT

Advertiser Index

Published by AC Business Media Inc.

Almon Equipment Ltd.

26

Auto Loc Transport Systems

26

Billy Goat

26

Calculated Industries

66

Carlson Paving Products Inc.

71

Crafco Inc.

25, 49

Crum & Forster A Fairfax Co.

66

Deery

46

Editorial Office: Allan Heydorn, 2339 Stratford, Westchester, IL 60154 (708) 531-1612 | Fax: (708) 531-1613 | aheydorn@ACBusinessMedia.com

Elgin Sweeper Co.

45

EZ-Liner

30

PUBLICATION STAFF: Publisher: Amy Schwandt Editor/Conference Manager: Allan Heydorn Art Director: April Van Etten Ad Production Manager: Patti Brown Sr. Audience Development Manager: Wendy Chady Audience Development Manager: Angela Franks

Gem Seal Pavement Products

2

Go I Pave

6

Graco Inc.

47

Kasi Infrared

39

Keystone Engineering

32

Keystone Plastics Inc.

33

ADVERTISING SALES: (800) 538-5544 Tom Lutzke, Eric Servais, Sean Dunphy, Amy Schwandt, Erica Finger, Denise Singsime

LaserLine Manufacturing

33

Laser Point Lasers

32

LeeBoy

17

FORCONSTRUCTIONPROS.COM WEBSITE: Digital Operations Manager: Nick Raether Digital Sales Manager: Monique Terrazas Editor: Larry Stewart Managing Editor: Kimberly Hegeman

M-B Companies Inc.

28

Mecom Equipment

12

Mesabi

28

MRL Equipment Company Inc.

27

National Pavement Expo/West

51

Neal A Division of Blastcrete Equipment

11

Neyra

31

N. I. Wilson Mfg. Co. Inc.

28

Pavement Maintenance Suppy

Outsert

Payne’s Lines and Signs

32

United Rotary Brush Corp

30

Quik Pave Products Inc.

37

SealMaster

72

Seal-Rite

5

AC BUSINESS MEDIA INC.: Chairman: Anil Narang President and CEO: Carl Wistreich CFO: JoAnn Breuchel Editorial Director: Greg Udelhofen

Southern Emulsions Inc.

44

Star

10

Titan

9

Topcon

21

ADVISORY BOARD: ACI Asphalt Contractors Inc., Maple Grove, MN: Jim Bebo Asphalt Contractors Inc., Union Grove, WI: Robert Kordus Asphalt Restoration Technology Systems, Orlando, FL: Connie Lorenz Brahney Paving, Hillsborough, NJ: Steven Brahney Clean Sweep Inc., Chattanooga, TN, Pete Phillips Custom Maintenance Services, Shippensburg, PA: Michael Nawa Eosso Brothers Paving; Hazlet, NJ: Tom Eosso Pacific Sweeping, San Marcos, CA: Lee Miller Parking Lot Maintenance, Lake St. Louis, MO: Todd Bruening Petra Paving, Hampstead, NH: Chris Tammany Pioneer Paving, Albuquerque, NM: Don Rooney Robert Liles Parking Lot Service, Tyler, TX: Robert Liles Roberts Traffic, Hollywood, FL: Lisa Birchfield Roccie’s Asphalt Paving, Stamford, CT: Vincent Engongoro Show Striping Inc. (SSI), Wisconsin Dells, WI: Amber Showalter T&N Asphalt Services, Salt Lake City, UT: Nick Howell The Rabine Group, Schaumburg, IL: Gary Rabine Young Sealcoating Inc, Lynchburg, VA: Steve Young

Tymco

38

Waterblasting Technologies

29

Weiler

13

Wirtgen America Inc.

7

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

CHANGE OF ADDRESS & SUBSCRIPTIONS PO Box 3257, Northbrook, IL 60065-3257, Phone: (877) 201-3915 Fax: 847-291-4816 • circ.pavement@omeda.com REPRINTS Denise Singsime at (800) 538-5544 ext. 1245 dsingsime@ACBusinessMedia.com.

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

ASSOCIATION REPRESENTATIVES: Pavement Coatings Technology Council: Anne LeHuray, Executive Director

PAGE

Get fast, relevant product information in the Buyers Guide at

ForConstructionPros.com

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Tailgate Talk | Brad Humphrey

How to Make Subcontracting Simpler – and More Successful WHEN A “subcontractor specialist,” such as a striping, repair or paving contractor, is under the leadership and contracted to work for a General Contractor, the smart Foreman realizes that the relationship he establishes with the project’s senior field leader needs to be positive and proactive.

In this article I’d like to address how a Crew Foreman, representing a subcontractor specialist, can project a positive presence and be proactive in connecting with their Project Superintendent.

POSITIVE IN PRESENCE This is where first and lasting impressions are made. If the Foreman’s attitude is upbeat, positive, and committed to the completion of their portion of the project, they will win many “indulgences” from the Superintendent. This same Superintendent, who is often irritable and negative, will often soften up for the positive, upbeat Foreman.

Consider a few positive actions to win over the Superintendent: • Introduce yourself to the Superintendent upon first arrival. Don’t wait for them to come find you; they hate tracking down field leaders.

• When meeting the Superintendent, shake hands and look at them confidently.

• Make it a habit to start your arrival each day asking the Superintendent, “How’s it

going?” and following that up with “Anything new developed?”

• Monday arrival should include the “look ahead” for that week. Most subcontractors are afraid to share their plan, but those who do provide a schedule make the Superintendent’s day.

• When you encounter a problem, adapt an attitude of, “OK, that doesn’t sound great but let’s give our best shot here and see what we can come up with to solve the issue.” Superintendents love the Foreman who sees problems as opportunities.

• Let the Superintendent be the first to know good news.

• Once in a while, bring donuts to a meeting.

• If your team is celebrating with a lunch, invite the Superintendent.

• Introduce the Superintendent to your workers when the opportunities arise.

• Drop by the Superintendent’s office on the way out every day. Make small talk; share what you completed and where you would like to start the next morning Never miss an opportunity to make a good impression on your Superintendent – without becoming a stage actor.

There will be enough opportunities for such good image making, just be patient.

PROACTIVE IN CONNECTING Being positive is important

but actually engaging the Superintendent impresses that you have a focus, a plan, and want a relationship based on transparency and trust. Your proactive efforts will return huge favors and give you a reputation as their “preferred contractor.”

Consider a few proactive actions: • When giving the Superintendent your week’s plan, point out what the Superintendent might do to help you meet the schedule. This builds commitment from the Superintendent to you.

• Keep your Superintendent updated; this will make him an early fan of yours. Most Foremen tend to avoid their jobsite Superintendent and that’s exactly the wrong thing to do.

• Provide a mid-day report before lunch. Most Superintendents want to get an idea of where the productivity will be by 4:00 p.m.

• Make your crew’s work area the cleanest on the site.

• Be a good listener at meetings, take notes, and engage the discussion periodically. Offer to assist another contractor. Such an effort sends signals that you are a team player.

• Ask the Superintendent to come by and inspect some of the early efforts of your workers. This signals to the Superintendent that you are not afraid of their presence or an honest assessment.

• Work to develop a daily “hilo” update for the Superintendent and deliver it verbally near the end of the day. Share two or three “High-lights” of the day and two or three “Low-lights” that need to be addressed.

• When a challenging issue arises, especially one that the Superintendent knows about, take the lead, letting the Superintendent know that you are “on it.”

There are a host of other proactive efforts that you can take as a Field Leader when reporting to a GC Superintendent, but the primary focus should be that you are proactive about getting in, performing and promoting a quality and safe work site, and over-communicating your progress. If done, you will find even the most negative Superintendent cutting some slack for you and your crew.

Next issue: How to “polish” your professional image when working as a subcontractor.

Brad Humphrey is President of Pinnacle Development Group, a consulting firm that specializes in the construction industry. His new book, “Coaching the Emerging Leader: Guided Teaching to Get You to the Next Level...Today!” is available in print or digital format from his website, www.pinnacledg.com.

70 May 2018 • PAVEMENT • www.ForConstructionPros.com/Pavement

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