Pavement Maintenance & Reconstruction August/September 2016

Sweeper Upgrades that Improve Safety › 44

THE OFFICIAL MAGAZINE OF NATIONAL PAVEMENT EXPO

MAINTENANCE & RECONSTRUCTION AUGUST/SEPTEMBER 2016 CELEBRATING

Cutting-Edge

Paving

of Pa vin

g Main & Pavem ent tenan ce

APM TESTS Mix with Toner Additive › 18

WHY TACK COATS Improve Your Paving Work › 24 HOW GEOGRIDS Help Remediate Failures › 30

40

NEW TOPICS at NPE 2017! ›10 IN THIS ISSUE NIOSH Begins Refined Tar Sealer Study › 14

How to Use Lasers for Striping › 58

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Editorial: Call Your Senators! › 4

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What’s Inside

August/September 2016

FEATURES

PAVEMENT DEPARTMENTS 4 Editorial

Tired of Frivolous Lawsuits?

6

Hot Mix

8

Just In

The Latest News in the Industry

Select New Products and Upgrades

10 NPE Buzz

Full Conference Details and Registration Open at www. nationalpavementexpo.com 32 Pavement

Profit Center

61 PCTC Dispatch PCTC Observes NIOSH Study 62 NAPSA Report

Seven New Sweeping Topics at NPE 62 WSA Update

WSA Received APEX Award 63 Technology Update

6 Ways Technology is Revolutionizing Your Operation

44 Contractors’ Choice

Sweeper Upgrades Improve Safety 48 Marketlink

65 Index

56 Your Business Matters

How (and Why) to Determine Your Breakeven Point

Snow Group Pushes Unfair Liability Transfer Ban

ASCA sees success in five states.

14

NIOSH Conducts Refined Tar Sealer Pilot Projects

PCTC, STAR Inc. provide support in effort to determine methodology for broader study.

18

APM Asphalt Paves Parking Lot Using Mix with Toner Additive

Recycled printer toner passes first U.S. paving test – laydown – in Kentucky.

58 On The Job

How to Stripe Using Lasers

64 Contractor Snapshot

Constantine Sealing Service Diversifies to Grow

Classified Ads

12

66 Tailgate Talk

8 Steps to Improve Mediocre Workers

22 Paving in

Washington, D.C.

Finley Asphalt works on the U.S. Department of Agriculture building in Washington.

24 Why Tack Coats

Improve Parking Lots and Driveways

Tack and layers extend pavement life, improve investment return.

30 How Geogrids Help

Remediate Failures

Geogrids have aided in retrofits by facilitating a reduced thickness of the subbase; serving as an abridgement; enabling a shorter time of construction, as well as a cost reduction.

ON THE COVER Troch McNeil Paving Co., Elk Grove, IL, uses an 18,500-lb. Weiler P385B Commercial Paver to construct a new commercial parking lot. The P385B features a 12-in.-diameter auger with auger speed of 150 RPM and a paving speed for 150 FPM. Photo courtesy Weiler, Knoxville, IA.

Vol. 31, No. 6 August/September 2016

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

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. 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:

www.ForConstructionPros.com/Pavement • PAVEMENT • August/September 2016 3

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Editorial Allan Heydorn, Editor

Tired of Frivolous Lawsuits?

THOSE OF YOU who haven’t faced frivolous lawsuits please call and let us know how you’ve done it. For the rest of you, read on...

We rarely recommend supporting legislation because much of the legislation affecting your business is local or state – but we’re making an exception for S.401, introduced in the U.S. Senate 18 months ago. The bill is titled the “Lawsuit Abuse Reduction Act of 2015” and we encourage you to get your senators on board.

The purpose of S.401 is to amend Rule 11 of the Federal

Rules of Civil Procedure “to improve attorney accountability, with the goal of reducing the number of frivolous lawsuits.” We think that could help contractors.

Prior to 1993, judges were required to penalize plaintiffs who brought frivolous lawsuits to court. When these cases were lost, Rule 11 mandated that judges sanction the offending party, generally requiring them to pay expenses and court costs for the defendant. But in 1993, Rule 11 was changed to give judges the option of penalizing plaintiffs – and they rarely do. The

result has been attorneys who encourage and pursue frivolous cases – slip-and-falls anyone? – because attorneys and clients have nothing to lose.

Senate Bill 401 changes that by requiring judges “to compensate the parties that were injured by such conduct” and compensation will be “reasonable expenses incurred as a direct result of the violation, including reasonable attorneys’ fees and costs.”

At press time S.401 had passed the House of Representatives. If the Senate doesn’t pass it this term, the process starts all over

in January. This is a great opportunity to protect your company (and this industry) from the types of lawsuits many contractors face. So take a few minutes to contact your senators to let them know how the “Lawsuit Abuse Reduction Act of 2015,” is important for the health of your business. Find your senators’ contact information at http://www.senate. gov/senators/contact.

CRACK SEALING GOES GREEN WITH NEW M-SERIES The reputation of the MAGMA for simple, safe, sustainable operation lives on with the MAGMA M-Series. Going green means more than a paint color:

• Quietest in Class • Low Emission Diesel • Simple-Seal Controller • Best Operator Visibility • New Ergonomic Wand

MAGMA M-2

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WHAT’S BEHIND AN ELGIN? 100 YEARS OF ALL-AROUND DEPENDABILITY.

AN INDUSTRY LEADER PROVIDING DIVERSE SOLUTIONS. At Elgin, we’re focused on delivering results for every application. So focused, in fact, that we’ve been hard at work perfecting our machines for over 100 years. Elgin is proud to offer a full line of sweepers, backed by over a century of know-how to help you find the best machine for the job. We extend our confidence and expertise to every customer, selling and servicing our sweepers through the world’s largest dealer network. Now that’s dependability.

To learn more about our full line of Elgin sweepers Call 847.741.5370 or visit elginsweeper.com. ©2016 Elgin Sweeper

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Hot Mix

From left, U.S. Pavement Services’ Andrew Musto, chief operating officer; Rick Adkison, Carolinas general manager; and Mike Musto, chief executive officer.

U.S. Pavement Services Expands into Carolinas U.S. Pavement Services Inc., Woburn, MA, has expanded its paving and pavement maintenance operations to the Carolinas. Original 800-PAVEMENT Network member Rick Adkison and his long-time staff and crews will now operate as U.S. Pavement Services based in Charlotte, NC. Adkison will serve as general manager of the newly created division, overseeing all operations in the region.

Pavement Awards Deadline is November 1!

Entries for the 2017 Pavement Awards, sponsored by Pavement Maintenance & Reconstruction magazine, will be accepted through Nov. 1, according to Amy Schwandt, publisher. She said awards will be presented in the following categories: • Paving: Parking Lot Award • Paving: Non-Parking Lot Award • Seal & Stripe: Large Job Award • Seal & Stripe: Small Job Award

• Contractor of the Year • Sweeper of the Year • Alan Curtis Industry Service Award • Pavement Hall of Fame • Good Neighbor Award The 2017 Pavement Awards recipients will be announced at the 2017 National Pavement Expo, Feb. 1-4 in Nashville. For details, including specific evaluation criteria and to enter, visit www.ForConstructionPros.com/PavementAwards.

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Pavement Maintenance & Reconstruction inadvertently omitted M&M Asphalt Maintenance D/B/A All County Paving from the 2016 Top Contractor lists. The Delray Beach, FL, company is a Top Contractor qualifying for the following lists: • Paving 75 • Sealcoating 75 • Striping 75 • Pavement Repair 75 In business for 28 years, M&M Asphalt Maintenance D/B/A All County Paving generated 42% of sales from paving, 21% from sealcoating, 23% from pavement repair, 9% from striping and 5% other services. The company performs 60% of its work on streets and roads, 31% on parking lots, 5% on highways and 4% on driveways.

Customer mix is as follows: Commercial, 31%; multi-family residential, 26%; municipal, 24%; and new construction, 19%.

Pavement regrets and apologizes for the omission.

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Cat f-series Pavers ®

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Just In

Get fast, relevant product information in the Buyers Guide at ForConstructionPros.com 1

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Atlas Copco Dynapac Small Asphalt Rollers Atlas Copco Construction Equipment Atlas Copco’s small range of articulated compact tandem rollers maximize productivity and ease of maintenance with their easily accessible parts.

•• CC1100, CC1200 and CC1300 compact tandem rollers with operating weight of 3,700 to 8,600 lbs. are available in two configurations: dual steel vibratory drums or as combo versions •• Designed for asphalt compaction on streets and pavements in urban areas •• Tier 4 Final 25- and 49-hp water-cooled Kubota engines

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Sahara Squeegee Haviland Corporation The Sahara squeegee is designed specifically for safe and efficient use in hot applications.

•• Hybrid rubber blade offers flexibility, malleability, clarity, temperature resistance and water resistance •• Blade remains stable up to 478° F and has a low reactivity with chemicals •• Hybrid blade is resistant to ozone and UV attacks, and has excellent tensile and tear properties at high temperatures •• Available as a flat blade or with six different serration depths Write in 07 on card or key in ForConstructionPros.com/12223569

3 Cimline Magma M-2 Crack Sealer Cimline Pavement Maintenance Group Magma M Series offers an AutoStart feature that requires just a few simple steps to get the pavement maintenance started.

•• After the push of a button and three green lights illuminating, the operator is notified of cracksealing readiness •• Operating in urban and suburban settings means the equipment must be community friendly, Magma has clean, efficient Tier 4 diesel power with sound reducing muffler and added sound control from an optional engine cover Write in 08 on card or key in ForConstructionPros.com/12226854

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8 August/September 2016 • PAVEMENT • www.ForConstructionPros.com/Pavement

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THE FIFTH GENERATION OF LINE STRIPING HAS ARRIVED!

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© 2016 Graco Inc. 344027A 7/16 Printed in the U.S.A.

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NPE Buzz

Jessica Stoikes, Associate Editor

NPE 2017 to Offer 40 New Conference Topics 54 “how-to” management and technical topics in return to Nashville REGISTRATION IS NOW “live” and details of the 2017 National Pavement Expo and its 54-session conference program are now available on the NPE website, www.nationalpavementexpo. com. NPE 2017 will run from Feb. 1-4 at Music City Center in Nashville.

The 2017 conference program features 40 new topics involving 21 new speakers. There are 32 management sessions of which 30 are new.

“Far and away the most-requested topics by contractors are managementrelated topics,” said Allan Heydorn, conference manager and editor of Pavement Maintenance & Reconstruction. “We’ve addressed those requests by offering possibly the widest range of business management sessions we’ve ever offered.”

New management sessions include: • How – and Why – to Create a SelfManaging Company, Giselle Chapman, Chapman Business Solutions • Secrets – and Impact – of Successful Job Costing, Guy Gruenberg, Grow Consulting

NPE 2017 Hotel Registration Open Hotel registration is now open for National Pavement Expo, Feb. 1-4 in Nashville, TN. Convention hotels are: • Doubletree by Hilton Hotel • Hampton Inn & Suites • Hilton Garden Inn Nashville Downtown/ Convention center • Hyatt Place Nashville Downtown • Omni Nashville Hotel • Renaissance Nashville Hotel For details including pricing and availability visit www. nationalpavementexpo.com.

• How to Develop Sales Compensation Plans for Small- and Mid-Size Businesses, Harry Schum, Compensation Resources • Achieve Sales Success through “Consultative Selling,” Jeff Stokes, Next Level Contractor System • Integrating Video, SEO, Social Media & Websites for Greater Marketing Impact, Colby Humphrey, Center for Competitive Intelligence & Development • High-Power Leadership Strategies to Motivate, Communicate and Inspire, Dan Quiggle, The Quiggle Group In addition, NPE will again host a day-long leadership boot camp presented by Brad Humphrey, Pinnacle Development Group, on Jan. 31.

“Relentless Leadership: An Emerging Leader’s Boot Camp” will cover “How to develop a confident, influential presence to lead the 21st Century workforce – and the 21st Century customer.”

“We tested this more-intense, deepdive focus on a leadership topic last year and the response was overwhelming,” said Amy Schwandt, NPE show manager and publisher of Pavement Maintenance & Reconstruction and Asphalt Contractor. “Not only did the workshop sell out, but the reviews and ratings were among the highest of NPE 2016. It was an easy decision to invite Brad back to offer additional leadership insights.”

NPE 2017 will also offer 15 pavingrelated sessions, including new topics: • On-the-Job Paving Tips for Perfect Paving Projects, Tom Travers, Carlson Paving Products • Compaction Basics: The Final Step in Quality Pavement, Tim Kowalski, Wirtgen America • Diagram It! How to Pave a Parking Lot & a Cul-de-Sac from Start to

Finish, John Ball, Top Quality Paving • Introduction to Thickness Design and Pavement Distresses, Wayne Jones, Senior Regional Engineer, Asphalt Institute • Make Your Hot Mix Supplier Your Paving Partner, Timothy R. Murphy, P.E., Murphy Pavement Technology • Pavement Milling: An Affordable, Profitable Service, John Hood, Bomag Americas For complete descriptions and details on NPE 2017 and to register visit www. nationalpavementexpo.com.

New Pavement Repair Topics at NPE 2017 In addition to paving, striping, sealcoating and management topics, National Pavement Expo 2017 will offer a dozen pavement repair-related topics including the following new sessions: • Critical Strategies for Successful Crack Sealing, Brian Price, Crafco • Improving Your Infrared Pavement Repair Operation, Tom Eosso, Eosso Brothers Paving • Troubleshooting Infrared: Solutions to Infrared Repair Challenges, (panel presentation) Tom Allen, KASI Infrared; Cliff Cameron, KM International; Matt Kieswetter, Heat Design Equipment; Wes Van Velsor, Ray-Tech Infrared Corp.

• How Your ADA Expertise Can Generate Sales and Strengthen Customer Relationships, Ken Goldberg, All County Paving • Basic Pavement Defects: Causes, Solutions – and How Set Your Price!

Nick Howell, T & N Asphalt Services

10 August/September 2016 • PAVEMENT • www.ForConstructionPros.com/Pavement

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Snow Removal Kevin Gilbride

ASCA & Liability Transfer Ban Snow group sees success in Michigan, Illinois, Pennsylvania, New Jersey, New York FOR YEARS, the most common complaint among those that do professional snow and ice management has been the unfair liability transfer from the property owner to the snow contractor. Indemnification clauses and hold harmless agreements are the one of the main reasons the industry is becoming uninsurable. The clauses are often forced upon the contractor to either agree to them, or walk away from the work.

By signing an agreement with one of these clauses in it, the snow contractor agrees to hold the property owner harmless for any and all incidents that occur on the property related to snow and ice.

Once a claim comes in, the plaintiff sues the property owner and the contractor.

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However, with this clause the contractor now has to defend both himself and the property owner. So the insurance carrier for the snow contractor now has to hire two different attorneys, due to conflict of interest, to defend the parties involved.

This is one reason insurance rates are through the roof.

Last year the Accredited Snow Contractors Association (ASCA) began state level initiatives to enact legislation to make these clauses null and void. To date, 14 months into our initiatives: • Illinois passed our bill, the Snow Removal Limited Liability Act, unanimously in both the Senate and House.

This bill, Senate Bill 2138, was sent to the Illinois Governor Bruce Rauner on

Kevin Gilbride is executive director of ASCA. Reach him at 216-393-0303 and www.ascaonline.org.

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• Michigan passed House Bill 5230 in the House in May, and ASCA expects it will pass the Senate in September.

• Pennsylvania is now moving House Bill 2195 and ASCA reports the House intends to pass that bill this year.

ASCA also introduced the bill in New Jersey and New York and is working to enact legislation in all snow states.

ASCA members are writing letters and holding state legislative days to educate their representatives on this bill and how it impacts them.

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Sealcoating Allan Heydorn, Editor

NIOSH Conducts

Monitoring devices were used on all workers whether edging by brush or spraying by hand wand. Faces have been blurred at the request of NIOSH.

Refined Tar Sealer Pilot Projects PCTC, STAR Inc. provide support in effort to determine methodology for broader study IN JULY, A TEAM from the National Institute for Occupational Safety and Health (NIOSH) completed the first step in a pilot project that is the first phase in a two-year study designed to measure potential exposures to specific polycyclic aromatic hydrocarbons (PAH) in applicators using pavement sealants containing refined coal tar.

NIOSH received funding for the study last year and developed a protocol for this first step, which focuses on the collection methodology that would be used in a larger study. The Pavement Coatings Technology Council (PCTC) cooperated with NIOSH in advance of the project and STAR Inc., a sealer producer and PCTC member, provided and put down the material.

“We were evaluating worker exposure during refined coal tar sealer application,” Kevin Hanley, a senior research industrial hygienist with NIOSH says. Hanley said the test is specifically designed to monitor worker exposures to PAHs. PAHs have been a focus of anti-refined tar sealer concern and legislation for a number of years.

NIOSH is a part of the Center for Disease Control and Prevention, which is often in the news whenever there is an outbreak of diseases such as Salmonella. NIOSH is not involved in making workplace rules. Instead, it collects data about how work gets done to evaluate ways to improve health and safety in the workplace. About ten years ago, NIOSH partnered with the National Asphalt Pavement Association and representatives of pavement workers to look at the

working environment of paving crews.

The study on applicators using sealants containing refined coal tar is being conducted under a similar arrangement.

A NIOSH scientist takes a skin wipe sample from Girish Dubey, STAR Inc. president, who volunteered to be tested to help establish a baseline for comparison to results from field workers.

Testing Collection Methods

wipe sampling (hand and neck) was another collection method tested one day.

The collection of air samples was the most involved method. Air was continuously collected within the breathing zone of each worker during the entire work day. Workers wore a pump connected by tubing to a sampler containing a filter or other absorbent material that was attached to the workers collar or label. The pump pulled air through the sampler throughout the day and at the end of the day the sampler was removed from the worker, sealed, and sent to a lab in a light-resistant envelope.

Hanley said air samples were collected from the edge of each worksite to measure the levels of PAHs in the ambient air to learn what, if any, PAHs might come from other areas.

Over four days in Columbus, OH, a three-person crew from STAR Inc. applied refined tar sealer with aggregate to four test locations: two residential driveways and two hotel parking lots.

One parking lot received one coat of sealer while the other received two.

Crews brush-applied material on the two residential driveways and also on the edges of the larger hotel lots.

Sealer was spray-applied on most of the hotel lot pavement. The four projects were completed over four days, with a brief rain delay and a brief disruption resulting from equipment failure.

Hanley said the pilot study included three different collection methods on each job: • Collection of air samples in the breathing zones of workers • Pre- and post-job urine samples • Air sample collected from the edge of the jobsite In addition, pre- and post-job skin

A Cooperative Effort Mark Bookbinder, a consultant for human exposure studies, who was at the sites representing PCTC, said he was

14 August/September 2016 • PAVEMENT • www.ForConstructionPros.com/Pavement

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Sealcoating impressed with the process he saw in Columbus.

“They approached things differently than I’m used to seeing, but we had no problem at all working with the NIOSH group and with STAR. It was a very cohesive group in which everyone wanted to pull their weight,” Bookbinder says. “There was good cooperation between NIOSH and the industry and I don’t expect that to change.”

Bookbinder cautioned that “it’s early days” in this study and that NIOSH is looking at a number of different collection methods, trying to determine which will be most appropriate and will work best. “The techniques I saw appeared sound, the question is what are they going to actually use to do the real study? It will be interesting to see what the results are from each of the methods to see what might work.”

Girish Dubey, president of STAR Inc., said he thought the four days was “a very positive experience,” adding that it was clear NIOSH appreciated the industry support as NIOSH worked to

WANTED: Sealcoating Contractors!

To enhance the credibility and statistical reliability of its study, the National Institute of Occupational Safety and Health (NIOSH) would like to conduct more pilot studies this season, so sealcoating contractors willing to participate should contact NIOSH. John Snawder, research toxicologist at NIOSH focusing on exposure assessment and biological monitoring, said it’s difficult to determine the number of contractors and projects needed to get quality results but “the smaller the numbers the less powerful the data; the more numbers the more powerful the data is.”

“We hope to get more contractors to agree to allow us access to construction projects when they’re applying refined tar sealer,” he said.

Contractors interested should contact the NIOSH contractor, Jonathan Slone at 513-841-4406, jslone@cdc.gov, or the project officer, Kevin Hanley, at 513-8414113, khanley@cdc.gov.

establish procedures and methodologies to be used in the full study.

“As an industry, we don’t have anything to hide, so when the opportunity came up last year to partner with NIOSH on a study I offered STAR to volunteer to do anything they needed us to do,” Dubey says. “As an industry we’re quite open. We’re willing to discuss and support any study that’s going to be done on any scientific foundation that doesn’t have a predetermined slant to it.

That’s why we got behind this study with NIOSH and why PCTC and STAR, as a leading PCTC member, volunteered to participate.”

Dubey even volunteered himself to provide urine and skin wipe samples to establish a baseline and so NIOSH could compare field results to a person not on the jobsite. In addition, a pump like the one worn in the field by the three workers was placed on the desk in Dubey’s office to collect samples there.

“Personally I feel very dedicated and confident about this industry,” Dubey says. “We are doing things properly, ethically and safely and on a very scientific foundation and that’s what we expect this study to prove.”

The Next Step Once the samples are analyzed by an American Industrial Hygiene-accredited laboratory, the data will be analyzed by NIOSH and a report prepared to present findings to the research partners.

NIOSH will also use the results from the pilot studies to determine the need to revise the initial protocol and settle on a set of collection methods to use for the full study.

“The pilot means that if we feel there’s any need to adjust what we’re collecting or how we’re collecting it or when we’re collecting it, then we could make those changes,” Hanley says. “If we feel there’s a need to modify the process then we would do that.”

The yellow monitoring device detects VOCs in real time, the white tube contains a resin tube to collect PAHs, and the orangebanded cassette contains a filter that collects coal tar pitch volatiles. An air sampling pump is hooked on a belt at the waist.

But before that happens, NIOSH would like to collect data from a broader range of contractors and greater variety of jobs and application methods, according to John Snawder, research toxicologist at NIOSH focusing on exposure assessment and biological monitoring.

“For the rest of the season we’re hoping to get more field surveys,” Snawder says. “The more diverse projects and contractors we can get to participate, the better. We’re trying to get a handle on exposure in their experiences, so squeegee, hand sprayed, truck sprayed, manual application, even mixing of material. Whatever common practices that the applicators perform would be beneficial to include.

“We want to see all aspects of how workers are handling the product,” Snawder adds.

Bookbinder says he hopes NIOSH is willing to share its data with PCTC and the rest of the industry to show everyone where the study is going to go.

“It would help if they would be willing to share some basic results, particularly how they want to frame those results,” Bookbinder says. He said that sometimes the scientists who report the results are not the same people who draft the final report, and that can create issues in what he termed “framing.”

“It would be great to have continual contact with the industry throughout the process so all the stakeholders are kept in the loop,” Bookbinder says.

“Interpreting and framing of results is important in a study like this. And judging from the conversation with NIOSH, people are aware of that.”

16 August/September 2016 • PAVEMENT • www.ForConstructionPros.com/Pavement

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Paving

Allan Heydorn, Editor

APM Paves Parking Lot Using Mix with

Toner Additive

Recycled printer toner passes first U.S. paving test – laydown – in Kentucky COMPANIES AROUND THE WORLD are testing a variety of additives in hot mix asphalt. Last summer, Asphalt Paving & Maintenance (APM) became the first contractor in the United States to tackle a significant job using a mix containing an additive derived from end-of-life printer cartridges.

Lexmark International, a printer manufacturer based in Lexington, KY, sends its toner powder, a waste product from printer cartridge recycling, to Close the Loop (CtL) in Hebron, KY. Close the Loop, a clean tech and resource recovery company for imaging consumables, has established a global reputation for providing end-of-life management

services and recycles a variety of materials into environmentally friendly products. Close the Loop approached Lexmark with an innovative idea of using recycled toner powder in hot mix asphalt.

As the two companies pursued the idea, they approached contractor APM in Lexington, KY, who previously completed work for Lexmark. APM outlined and bid the job: a 1-1/2-in. overlay of a 17,000-sq.-yd. parking lot that was split between traditional hot mix overlay and a test section containing the additive containing recycled toner called MTP. The additive (MTP) is produced by Close the Loop and is made of 100% recycled materials including crumb tire rubber, waste oils and waste toner powder. Finding a high-volume and economically sustainable reuse program for the powder has been an environmental challenge on a global scale.

“When we first heard about their product, we thought that it was a pretty interesting idea. We did some research and no one had installed a mix using this additive in North America and we were intrigued to be part of the process for the first installation,” says Peter Kramer, APM president. “We worked very hard for this project. It’s a unique product and a process and we’re really excited to be part of it.”

A “Customer Centric” Contractor While APM does a good amount of new construction, Kramer says the fullservice pavement maintenance company’s bread-and-butter is rehabilitation of existing commercial sites including milling, patching, overlays, sealcoating, and striping. He described the work for rehabilitation as 75% paving related,

18 August/September 2016 • PAVEMENT • www.ForConstructionPros.com/Pavement

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APM is the first U.S. contractor to construct an asphalt pavement that contains the MTP as an additive in the hot mix asphalt.

and 25% is sealcoating and striping.

“We’re very customer centric,” Kramer says. “We work hard to meet their needs and to come up with the best possible solution – not the cheapest or the easiest necessarily, but what’s best for what the customer needs.

And that approach has opened some doors for us.”

Kramer says APM runs two crews: a three-person sealcoating crew and a six-person paving crew.

Occasionally APM will reorganize crews to create a prep-work crew to create efficiencies for the paving or sealcoating crews to start and finish jobs. Kramer says the “top lean” company employs up to 20 people in peak season with virtually everyone in the field. He says the company is able to operate as lean as it does

The Lexmark International parking lot job was set up with both a control and a test area to evaluate over time how the mix containing the toner additive holds up when compared to traditional hot mix asphalt.

because they developed a stand-alone project management software process that relies on text and email to track jobs, disseminating information to crews and enabling teams to send information back in an efficient manner.

Bill Shaw, Kramer’s father-in-law, started the company in 1982; and when Kramer, a biologist by training, married into the family in 1998, his father-in-law approached him about doing some striping work. That discussion evolved into a partnership, and Kramer worked for five years in the field, learning the business from on-the-job field work to preparing bids. Kramer eventually transitioned into his current managerial position, where he takes the lead on estimating production and operations while Shaw focuses on the financials (however, both pitch-in where they’re needed).

Paving in Two Halves APM coordinated the Lexmark project, working closely with Allen Co. (the hot mix asphalt producer), Denham Blythe (general contractor), and Close the Loop to get the job done. Located 15 miles from the jobsite, Allen Co. used a drum plant to produce the mix for the job, and the nature of the drum plant created just one of the challenges for the producer/contractor team.

Kramer says that while all work flowed through Denham Blythe, the project was a team effort that involved numerous meetings among all the partners to establish a schedule and cover all details.

Kramer said Steve Hall, APM

superintendent, To deliver the MTP controlled the job pellets into the drum plant Close the Loop from start to finused an auger screw ish. “He made turning at a precise sure the work prorate to deliver the gressed and was material into the mix. completed the way we said when we bid it and talked it through with all the players involved,” Kramer says.

Overall, the Lexmark project included 1,600 sq. yds. of pavement repair including localized areas of failure that had to be milled full depth. APM then installed binder asphalt to bring the milled areas up to grade before placing the 17,000-sq.-yd. overlay. Because the project was the first U.S. use of hot mix containing the MTP additive, APM and Close the Loop wanted to design a control area so they could monitor how the mix held up over time relative to a traditional hot mix.

“Early on, it was determined that the project would be set up as a test case with a control pavement segment so everyone involved could evaluate the use of the toner-based additive,” Kramer says. “Close the Loop donated the additive to the project for half the parking lot paving.”

APM divided the parking lot into two halves, paving half using a traditional surface mix asphalt and the other half using the mix with the recycled toner additive. “We divided it so the traffic volume would be equal on both halves over time,” Kramer says.

The work was completed in early August in four days following a week of preparation. Kramer says the first week crews removed existing asphalt curbs, installed extruded concrete curbs, and

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Paving The additive is partially made from toner that remains in printer cartridges when they are recycled. In the past this costly material was thrown away in landfills or sent for thermal recovery but Close the Loop has recycled it into a hot mix additive.

The Milling Advantage Preparation for the Lexmark International overlay job required full-depth milling prior to placing the surface course. To accomplish the milling, APM relied on its Wirtgen W 130 CFi 51-in., self-loading mill, which can mill up to 4 in. deep.

Peter Kramer says the relationship APM has with Lexmark International is integral to APM growth and expansion, and in fact provided the impetus for APM to buy its own mill.

“The purchase of the milling equipment was important to our growth,” Peter Kramer says. “Owning our own milling machine opened up a whole new area of work for us.”

He says that because they own their own milling machine, they can make money but hiring the mill out as a subcontractor for other jobs but they can keep money spent hiring subcontractors in the past in the company.

“Over the past couple of years, we’ve subbed out several hundred thousand dollars in milling and now we’re able to bring that work and those dollars in house,” Kramer says.

In addition, Kramer says that because APM owns its own mill they can mill when they need to without relying on another contractor’s schedule and they can control the amount of pavement they mill.

“By not having to sub it out, we have more control over the milling part of our business, which means we have more control over the paving,” Kramer says.

“Plus now we are able to cut the milling part of the job into bites that are more palatable to our customer – basically the way a lot of this work should be done. The milling contractors we hired often wanted to mill the entire parking lot because it’s easier to just go back and forth and mill it all that to mill smaller areas.

Now APM can mill on a smaller scale if that’s what the job needs and if that helps the customer.

“Buying a mill was a game changer for us,” Kramer says.

installed and repaired other concrete areas. APM crews paved half the lot in two days using a traditional mix, then followed with two days of paving with the toner additive mix.

“We could have done the job in two days, but because they had to make sure the parking lot was accessible to Lexmark International employees we spread it over four days for their convenience.”

Overcoming Challenges Kramer says one of the early challenges the group faced was how to introduce the toner additive into the hot mix. The additive is available in 30-lb. bags of pellets. Although the asphalt drum plants are continuous feed operations, “it’s a lot more difficult to put a given quantity into a continually fed process,” Kramer says.

Close the Loop came up with a mechanical solution to feed the pellets into the process using an auger screw, turning at a precise rate. “That enabled us to deliver the material into the mix at a constant rate,” he says.

Another challenge was dealing with the 15-mile distance of the plant from the jobsite. Kramer says APM paid close attention to scheduling and tarping to make sure the mix was workable throughout the paving process. “Material delivery was a real challenge,” Kramer says. “We had to get the proper amount of trucking, make sure to schedule it correctly and then adhere to the schedule.

We paid close attention to deliver the material to the site in a timely fashion.”

APM didn’t want to risk having its haul trucks sitting in line waiting – like most pavers do on most jobs ‒ for its special toner-modified mix. So to make

sure APM got the mix it needed, when it needed it, the contractor and Close the Loop paid a lump sum to Allen Co. to reserve and rent an HMA storage silo just for their drivers on this job.

“We rented the silo on the day of production. That enabled us to not only make sure the mix was available but that our trucks could get in and get out quickly as we were the only people using the material from that silo,” Kramer says.

He says there were some additional haul costs because of the added distance (the job was quoted using a closer plant) and the extra trucking APM brought in to maintain the schedule. But Kramer says that additional cost was mitigated by the fact APM was able to rent its own silo.

“The biggest challenge was coordinating with the plant, but that was made easier because we had exclusive use of the plant for the days we were paving,” Kramer says.

But even that created additional concerns – particularly with weather.

“Like any contractor, we’re always watching the weather, but because we had to rent the plant and silo for the days we were paving, we had to make sure we could pave on those days.

It made watching the weather more important than normal because we had the plant on the days we were paving.

We were much more aware of the weather on this job.

“The mix with the toner additive went down just like traditional hot mix asphalt,” Kramer says. “There were no installation differences between the two materials. From laydown to compaction to handwork there was no apparent difference.”

20 August/September 2016 • PAVEMENT • www.ForConstructionPros.com/Pavement

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Paving

Jessica Stoikes, Associate Editor

Commercial Paving in the

Nation’s Capital

▼

▼

FINLEY ASPHALT, located in Manassas, VA, competes 100% commercial paving and asphalt repair in the greater Washington, D.C. metropolitan area. They complete a substantial amount of work in the nation's capital, including work with the federal government, which has helped them to create processes that enable the team to handle any and all situations. With higher profile jobs, like the one completed at the U.S. Department of Agriculture Whitten building, the team had management close by daily to oversee the operations.

The Finley Asphalt team began work on July 6th, 2015 and work was to be completed by July 11th, 2015 at the U.S. Department of Agriculture Whitten building in Washington, D.C. The work was to be completed in the front main parking lot. The objective of the project was to rehabilitate the parking lots, remove and replace concrete curbs, re-stripe the entire lot and then replace two magnetic loop vehicle detectors.

The schedule of the work was two days to remove and replace concrete curbs, one day to mill and pave, and one day for striping and to install the two magnetic loop vehicle detectors.

22 August/September 2016 • PAVEMENT • www.ForConstructionPros.com/Pavement

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▼

▼

To complete the work, the team used a Carlson CP-100 Paver, HAMM HD-14 Roller, Wacker RD-11 Roller, Wirtgen 2000 Milling Machine and a Bobcat 650 with miller head and broom box attachment.

The Finley team removed and replaced 300ft. of concrete curb and milled the parking lot and replaced the surface with 120 tons of SM9.5A surface course asphalt laid 2-in. thick. The mix was provided by Roubin & Janeiro Asphalt Plant as required by the job specifications.

▼ The main challenge of the job was maneuvering equipment in heavy Washington, D.C. traffic and dealing with the high traffic volume of tourists in the area. The team had to mobilize at 4 a.m. before the area got too congested with traffic and before the tourists arrived. This project also required Finley to employ additional flaggers to help direct the trucks and pedestrians.

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Tack Coat Tom Kuennen

Why Tack Coats IMPROVE Parking Lots and Driveways Tack and multiple layers extend pavement life, improve investment return PARKING LOTS AND DRIVEWAYS don't have to be an afterthought to a new commercial or residential construction project.

But at times they are. To save money on new construction, an owner may insist on a 2-in. asphalt overlay over granular base, rationalizing that only passenger cars are going to be using the drives and parking areas.

This rationale is blown out of the water as refuse trucks right away begin to visit the concrete dumpster pad, and ruts promptly appear leading up to it.

The ruts lead to cracking, which allows ingress of water into the base, leading to late winter potholes.

Regrettably, that's only the beginning of paved surface headaches for the owner.

An answer is thicker, stronger,

multiple lifts of asphalt on granular base, or fresh asphalt overlays on existing pavements, both of which provide the aesthetic look that gives customers confidence in doing business with commercial or professional interests located in the facility.

"Pavements in parking areas that are initially under designed can experience excessive maintenance problems and a shortened service life," reports the Colorado Asphalt Pavement Association (CAPA). “In addition, selecting the right materials for the asphalt pavement can assure a pleasing and attractive surface."

But long-term cost effectiveness can be an even more important driver than aesthetic pleasantness, CAPA says. “When properly designed and constructed, parking areas can be an attractive part of the facility that is also safe, and most important, usable to the maximum degree. Parking areas should be designed for low maintenance costs and easy modification for changes in use patterns."

An asphalt emulsion bond coat placed full width with overlapping nozzle pattern will result in more durable parking area overlay.

Multiple Lifts Save Money Ideally, asphalt pavements for commercial parking areas or drives typically are placed in "lifts," or layers, for a total compacted thickness of 3 in. or more.

"For example, a total of 3 in. may be placed in two layers, each 1.5 in. thick when compacted," explains the National Asphalt Pavement Association. "A good way to pave a 4-in. pavement is to first place about 3 to 4 in. of loose asphalt, and compact it to a thickness of 2.25 to 3 in., and then tack the surface and pave the remainder and compact again. In this case, different mixes could be used in each layer, such as a mix with larger stones ...for the lower layer and smaller stones ...for the surface layer. The finer surface mix provides a uniform, attractive, impermeable and strong surface."

For typical residential driveways, an aggregate base layer of 6 to 8 in. of

24 August/September 2016 • PAVEMENT • www.ForConstructionPros.com/Pavement

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Tack Coat compacted crushed aggregate is recommended by the Asphalt Institute on top of a stable, prepared subgrade. This course is followed by approximately 2 in. compacted of dense-graded HMA base and 1.5 in. compacted HMA surface mixes.

While project owners may want to skimp on the depth of asphalt of their parking lot or drives, that extra inch or two of asphalt provides owner benefits way beyond the initial cost, says Jim Huddleston, executive director, Asphalt Pavement Association of Oregon (OPAO).

Huddleston explains that adding one inch of asphalt to the pavement can double the fatigue life of the structure, whether a state highway, county road, municipal street, or commercial pavement or driveway.

"If a 3-in. pavement is expected to last 20 years, for example, adding one inch of asphalt will increase the fatigue life to 40 years,” Huddleston says. “Adding another inch will double the fatigue life again (to 80 years). A road need only have an asphalt thickness of 5 to 6 in. in order to have perpetual properties (such as cracking and rutting developing at the surface rather than bottom-up).”

While 5 to 6 in. of asphalt may go beyond the needs of commercial facility owners, for a new construction project, adding one more inch of asphalt typically amounts to no more than the cost

of the material itself and delivery to the site, Huddleston says.

"It's the cheapest inch of asphalt you’ll ever buy,” he says, as the life-doubling benefits of an extra inch of asphalt can be reaped for both new pavements under construction as well as existing pavements that have already held traffic.

Emulsions for Bond Coats Whether you are placing two or more lifts of asphalt on a parking area, or overlaying an existing driveway or parking surface, the rule remains the same: for durable pavements, bond the layers of asphalt with a bond coat, also called a “tack” coat.

An asphalt emulsion is a homogeneous mixture of two insoluble substances, oil and water. In it, particles of liquid asphalt (the dispersed phase) are surrounded by molecules of water (the continuous phase). Compared to hot liquid asphalt, asphalt emulsions have greatly reduced viscosity, are safe to use at lower temperatures and allow liquid asphalt to be spread more evenly and thinly.

Emulsified Minimal wandapplied bond coat asphalt is produced treatment prior by dispersing tiny to overlay will not globules of asphalt adequately bond cement into water asphalt layers treated with a small and will result in compromised quantity of emulsifydurability for ing agent. The disparking area. persion takes place in a powerful blender, called a colloid mill, where spinning blades break or shear the liquid asphalt into suspended microscopic particles.

The water, or soap solution, is immediately introduced to form the emulsion.

The emulsifier – an engineered surfactant (detergent) or surfaceactive agent – maintains the microscopic asphalt droplets Two lifts of hot mix asphalt will best serve property owners and in a stable suspension, keepusers over the long term, but ing them from recombining. lifts must be properly bonded The amount and type of surfor optimum durability. factant used, along with other variables, controls properties of the emulsion critical to performance.

For example, emulsifiers affect the “break” time following placement on a road, in which the water evaporates, leaving the residual asphalt behind. Asphalt emulsions partially are categorized as rapid setting (RS), medium setting (MS), slow setting (SS) and quick setting (QS) emulsions.

26 August/September 2016 • PAVEMENT • www.ForConstructionPros.com/Pavement

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Tack Coat

Today, the most common types of emulsions for bond coats include slowsetting grades of emulsion such as SS-1, SS-1h, CSS-1, and CSS-1h and the rapidsetting grades of emulsion such as RS-1, RS-2 and CRS-1.

Bonding Asphalt Layers Bond coats utilize either straight liquid asphalt, cutback asphalt, or asphalt emulsions, but for a number of reasons, asphalt emulsions constitute the lion’s share of bond coat applications by far, according to National Cooperative Highway Research Council (NCHRP) Report 712, Optimization of Tack Coat for HMA Placement (for your copy, search “NCHRP Report 712”).

“The most widely used tack coat material in the world is emulsified asphalt,” NCHRP reports, adding emulsified asphalt, or asphalt emulsion, is a nonflammable liquid substance that is produced by combining asphalt and water with an emulsifying agent. A survey in the report indicated that worldwide, about 92% of tack coat applications utilized asphalt emulsions.

It’s easy to see why asphalt emulsions are preferred for bond coats. Straight or “neat” liquid asphalt must be kept heated to stay liquefied, and that poses burn hazards and other safety problems as the distributor moves around on the site.

An asphalt emulsion bond coat, when sprayed onto pavement, functions as a glue to hold existing and new pavement layers together. It enhances the bonding of individual pavement layers so they function as a single, unified pavement for improved strength and durability.

When properly bonded, the resulting pavement structure uniformly distributes traffic load stress. Without proper bonding, each pavement layer works independently, failing to distribute stress evenly, leading to cracking, rutting, slippage and other distresses that destroy road quality.

In the same way that fragile, thin veneers of wood are glued to each other to form a robust sheet of plywood, research shows layers of asphalt pavement perform better when bonded to each other.

“An emulsified asphalt tack coat produces a strong adhesive bond without slippage between an existing pavement and a new overlay,” reports CAPA in its 2013 report, Best Practices for Applying Undiluted Emulsified Asphalt Tack Coats.

But the performance of this bond can be endangered by poor placements.

Delamination of surface layer result of inadequate bond coat.

Yet best practices are well established.

For example, for maximum service, bond coats should be evenly distributed across the full width of clean pavement, not just as the commonly seen narrow spritzes on the substrate.

Spray bar nozzles must overlap, ideally in multiples of three; triple overlap is recommended for higher application rates such as chip seal, but may not be achievable for lower rates of bond coats.

The emulsion must be dispersed with the right spray pattern, at the right temperature and volume. Long after the paving is completed, inadequate adhesion between two layers of bituminous mix may cause problems in the mat above.

An asphalt overlay will make an older driveway or parking area look new, so long as the existing pavement is sound structurally. The contractor should repair any potholes, cracks, or areas which have been softened due to spills or drips of petroleum products. Alligatored areas, widened joints and cracks certainly will reflect through the new overlay, and must be repaired or mitigated prior to overlay.

A complete brooming ‒ followed by a complete asphalt emulsion bond coat spray ‒ will adhere the new 1.5- to 2-in. overlay to the substrate.

“If [the overlay] can’t stick it’s not going to bond,” said consulting engineer Dale Decker, P.E., at a seminar on tack coats during World of Asphalt 2015 in Baltimore. “And if we don’t get the bond, we’re wasting our money.”

Moreover, from the owner and contractor point of view, this bonding of layers via asphalt emulsions comes at a relatively small price.

“An analysis of bid tabs using 2013 data shows that the cost of tack coat is relatively minor compared to other components of a typical paving project,” Decker said.

“Therefore, the risk of a poor or a compromised bond from not applying tack should be deemed too great when one considers the ramifications of the loss of fatigue life from this condition.

Tack is such a cheap component that it makes little sense to shortchange this critical step and introduce so much risk.”

Tom Kuennen is principal of ExpresswaysOnline.com, P.O. Box 774, Lincolnshire, IL 60069; Contacts 847-6078413 or expwys@expresswaysonline.com.

28 August/September 2016 • PAVEMENT • www.ForConstructionPros.com/Pavement

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Paving

Deodat Budhu

Geogrids

How Help Remediate Failures Geogrids have aided in retrofits by facilitating a reduced thickness of the subbase, serving as an abridgement, enabling a shorter time of construction, as well as a cost reduction WHEN UNFAVORABLE SOIL conditions are encountered under the pavement structure, improvement measures taken include over excavation and layer thickness enhancement by either increasing it with aggregates or having a reduced thickness with geogrids reinforcement to stiffen the sub-base. Having a composite asphaltic sandwich layer with glass grids enable more efficient means by which to transfer load onto underlying layers.

The use of geogrids when handling many scenarios of failures occurred within our infrastructure has aided in retrofits by facilitating a reduced thickness of the sub-base; serving as an abridgement; enabling a shorter time of construction, as well as cost reduction. In addition, the use of glass grids to strengthen the asphaltic layer has also been successful. Here are some examples of failures and solutions with the use of geogrids and glass grids.

Cracking and Tearing of Pavement Kelly Park Road Following two days of heavy rainfall, a typical crack resembling “tearing” was evident along a 100-ft. section of the of Kelly Park Road pavement.

These cracks do not manifest a differential settlement of the underlying soil and there was no perched water table to suggest a seepage slope. The pavement crack was postulated to be resulting

from a north-ward pull of the underlying fill along a plan of weakness created by improper “joining” of the new fill on the original road embankment, which was widened by filling against the prewidened slopes. Infiltrated rainfall increased the weight of the soil which initiated the movements of this weak interface. An after failure inspection found that there was no boxcut procedure performance to tie wedge fill to the former roadway slope, hence the ensuing movement of the filled slope and resulting pavement tearing situation.

The affected pavement and portion of the soil cement base was milled and reconstructed with two layers of geogrid, lime rocks base and layers of asphalt.

South Lake Pleasant Road South Lake Pleasant Road, which traversed across a natural wetland, manifested signs of significant settlement distress. A geotechnical evaluation revealed that the settlement observed was due to the compression of thick deposits of buried organic soils which underlie the roadway embankment. Such thick deposits of organic materials (over 100 ft. thick) occur naturally within the channel of wetland sloughs.

This roadway distress was aggravated by the decline of the water table to low

KELLY PARK ROAD

levels arising from a record cumulative rainfall deficit in 2007. When the water table levels decline, the effective stress of the soil increases as there is a reduction in buoyancy support. Based on the severity of this distress, the remediate plan included road base replacement, geogrid and a pavetrac layer of asphalt.

4-in. of asphalt and base was milled, then a 1-in. thick leveling course was reconstructed with a layer of geogrid to facilitate settlement bridging and load transfer, and 3-in. of asphalt overlay was constructed in two lifts to address this failure issues.

A bank failure resulting from rotational failures on a segment of a major canal bank occurred during a backfilling restoration. The failed slope segment of the canal bank was excavated to determine the failure plane and reconstructed with geogrids reinforcement in a series of stair step cut into the undisturbed soil to mitigate the failure.

Shingle Creek Slope Failure In a highly residential and commercial neighborhood, a segment of Lake Underhill Roadway continued to show severe areas of pavement failures. The root cause of the pavement distress was found to be a deficient base and subgrade material which had lost its inherent strength over time due to disintegration as well as high traffic volume, which resulted in the design capacity of this

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roadway being compromised. The implemented solution involved removal of the existing pavements to the subgrade and full-depth pavement reconstruction at selected locations of the road down to 25-in. However, because of roadway traffic delay issues, the unsuitable soils were removed below the subgrade and backfilled with sand and geogrid reinforcement for stabilization. The asphalt was reinforced with glass grid reinforcement, sandwiched between 2-in.-thick layers of Superpave asphalt 12.5-in., thereby enabling a composite asphaltic layer.

Recently, because our in-house crew performed many low capacity roadway repairs on asphaltic layer due to the small extent surface failure, as well as low traffic movement, a specialized machine was purchased to aid in the placement of the glass grid on the asphaltic surface prior to resurfacing.

Challenges such as the correct type

of tack to hold down the glassgrid as well as minimizing the spreading of tack from the asphalt delivery truck movement presented very immediate issues as in the case of the Bates Road.

Glass Grid Installation of Bates Road Bates Road provided staff with very valuable experience on the glass grid placement with the subject machine. Tack density for the geogrids, as well as proper bonding knowledge and techniques learned in the use of these geotextile to strengthen the roadway base and asphaltic surface, has been a benefit to the in-house staff.

These situations are only a few examples where geogrids and glass grids create a stiffer subgrade layer and asphaltic layer with a reduced thickness, while addressing the many retrofits from settlement and potential instability

Orange County Public Works relied on Geotextile Apparatus Co.’s Grizzly Cub fabric/grid installation machine, attached to a motor grader, to properly place the geogrid on its projects.

facilitating a more efficient load transfer to the subgrade and a stronger roadway.

Deodat Budhu, P.E., is manager of Florida's Orange County Roads & Drainage Division.

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Contractors ’ Choice: Safety

Jessica Stoikes, Associate Editor

Sweeper Upgrades Improve Manufacturers continue to upgrade sweeping equipment to increase safety, performance SAFETY REMAINS ESSENTIAL to every contractor, employee and jobsite. While there are standard safety procedures to follow, contractors should always keep an eye open for additional ways to keep their crews safe. As sweeping equipment continues to evolve to become more productive, additional features are also being designed to improve the safety of the crew and the traveling public.

While a properly trained sweeper operator is still the best bet for safe operation, new designs and upgrades to sweeping equipment can help improve the odds.

Design Matters A sweeper that’s designed to adequately handle loads without tipping or roll-over, while rare, is paramount when teamed with a safe operator. Visibility around the entire machine and the ability to

SAFETY

adequately see the traveling public while driving is also important.

“Line of sight to the road surface in front and side to side are critical to the safety of the citizens during sweeping,” says Chad Bormann, Global Environmental Products. “Sweeper design should provide the best line of sight with the cab over chassis designs as well as center cab steering positions.”

Smaller design elements can also help improve safety during operation.

"We look at the simple things on the sweeper to make sure safety comes first," Tom Rokas with Tymco says. "Take for instance the grab handles and steps. We position them to make sure there is an easy way for the operator or service technician to maneuver his way around the sweeper. We offer several grab handles within reach of the steps so regardless of the height of the person needing to access the sweeper, that person can have a 3-point accessibility to the auxiliary engine area. The grab handles are positioned far enough out so that a person wearing work gloves can put a hand around it.

"In addition, we also place work platforms with non-skid grates, so operators

and service technicians have a place to stand when working on and around the auxiliary engine that’s slip-resistant. Extra care is taken in the metal fabrication of the sweeper body and engine cowling to reduce sharp edges. By reducing sharp edges we not only reduce safety hazards, but also help operators and service technicians avoid getting scratched up while working on the machines."

Watch Every Move Cameras are also becoming standard on sweeping equipment to improve safety.

“Sweeper operators have an incredible amount of things going on that need constant observation, and because a sweeper

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Sweeper operators have an incredible amount happening around them while they work.

New features help keep workers and the traveling public safe.

has no natural rear viewing capability, a rearview camera is a must,” says Greg Heyer, vice president of sales, Schwarze Industries. “An on-board camera system also allows the operator to see equipment such as the brooms and other equipment without looking away from the windshield. These cameras can include audible object detection and zone warning as well. This allows the operator to look immediately at the camera when warned.”

"Rearview and side mirrors are important, but they don’t provide complete visibility," says James Crockett, sweeper products manager, Elgin Sweeper. "A rear view camera helps to eliminate rear blind spots and provides greater visibility to the rear of the sweeper, reducing the risk of injury and equipment or property damage."

“Rear view cameras can be used functionally during sweeping to see if

TY

adjustments need to be made to improve sweeping and are also the safest way to see traffic behind without taking your attention away from what is happening in the front,” Bormann adds.

However, cameras can also be a safety hazard if not utilized properly says David Dubbioso, Tri-State Equipment Rebuilding Inc., Oxford, CT. "Drivers tend to rely on them and not use their mirrors to view the sides of the machine," he says. "If cameras are used for monitoring sweeping and looking at gutter brooms, the in-cab camera screen needs to be mounted forward facing (not in headliners and control pods) so the driver does not have to take their eyes off the road."

Crockett adds that it's also important for rear view camera to be cleaned regularly to ensure the field of view is not obstructed.

Heyer also says cameras are being developed that can record the images on the screen. This system is similar to an aircraft “black box” that records what happens to and around the sweeper as it performed its sweeping route. Recordings can be helpful to deteremine liability in the event an accident does occur.

Bells & Whistles Improve Safety While lights and alarms may not seem as important as hopper capacity when

Lighting is important on a sweeper to ensure the sweepers are highly visible at all times.

Importance of a TMA Truck Mounted Attenuators (TMAs) play a large role when sweeping in fast moving traffic at slow speeds. Typically, the TMA will follow the sweeper in a second vehicle to protect the slow moving sweeper during highway/interstate sweeping.

In the event of a low-speed impact involving another car or vehicle, TMAs protect slow-moving or stopped work zone vehicles, like street sweepers and other municipal machines. James Crockett with Elgin Sweeper says that TMAs can also be equipped with message boards, providing a visual indicator of what the upcoming traffic pattern may be, why traffic needs to slow down, and a reminder of the work zone speed limit.

In many states, there are regulations mandating the use of TMAs. Greg Heyer with Schwarze Industries adds that TMAs seem to do best when mounted to the dump truck following the sweeper. “This allows the sweeper to stay maneuverable and adds a greater buffer zone between the work being done and approaching traffic,” he says. “The dump truck also extends the work cycle when used with a high dump style sweeper for load transfer.”

purchasing a sweeper, they are critical to safety.

“Ample conspicuous lighting is probably the most important safety feature on a sweeper,” Heyer says.

“Vehicles rear-ending sweepers is one of the most common collisions experienced in the industry, sweepers simply cannot have too much lighting.”

Manufacturers agree that LED lighting is proven to be the brightest and most efficient option for lights on the sweeper.

New LED technology has allowed more lighting options due to increased brightness and lower current consumption. This means that older systems can be upgraded easily without adding additional wiring. This new technology also allows light pattern programming at each lamp assembly.

Because many sweeping shifts are so long and at night, alarms that monitor the driver’s position to detect the operator dozing off can be very beneficial in preventing drivers falling asleep at the wheel incidents.

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Contractors ’ Choice: Safety

New Features to Consider • Blind spot detection • Sonar to detect low-lying objects in sweeping applications • Improved exhaust system routings to keep hot exhaust components as far away from dry debris as possible • Markers on the rear broom covers • Mirrors on the front fenders and reflective tape on the around the sweeper for nighttime use

However, manufacturers are careful with the use of lighting.

"At night, the work lights should be bright but not blinding to the other drivers approaching the sweeper, but letting them know that there is a hazard area close by," Dubbioso says."Municipalities are getting away from the use of arrow boards and flashing directional sticks. They are becoming a liability because there are too many vehicles being directed into oncoming traffic."

Alarms are also being improved to better alert pedestrians during sweeping. Dubbioso strongly recommends backup alarms become standards on sweepers as they can be used during dumping to make people aware of the hazard and also alert the dump truck driver that dumping is still in operation.

“For pedestrian protection, a backup alarm is a must,” Heyer says.

“With all the things a sweeper operator needs to keep watching, pedestrians need to be warned when in the proximity of the sweeper.”

While the cost to upgrade equipment safety might be a deterrent, your equipment may be a determining factor holding contractors back, the cost of preventing an accident and saving a life is priceless.

However, the equipment can only do so much. Sweeper operators and technicians should always follow the manufacturer’s procedures for proper and safe daily inspection, cleaning and servicing of the machine.

Street sweepers are only as safe as their operator. If a driver is distracted or uneducated on the machine, it can be a major safety hazard. Not only should the operator be properly trained, they must also be alert of their surroundings at all times to maintain a safe environment.

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52 August/September 2016 • PAVEMENT • www.ForConstructionPros.com/Pavement

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www.ameRicanstencil.com 54 August/September 2016 • PAVEMENT • www.ForConstructionPros.com/Pavement

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www.ForConstructionPros.com/Pavement • PAVEMENT • August/September 2016 55

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Your Business Matters

| David Whitlock

CONTRACTORS BEWARE: New Rules and Regulations Coming New overtime rules, a change in the labor law and more NEARLY ALL CONTRACTORS will have begun pouring by the time you read this.

Although this means that you will be very busy during the season, you still need to watch for certain legal developments that are likely to impact your business.

Every contractor will need to address the new overtime rules which are about to be published by the Department of Labor’s (DOL) Wage and Hour Division. These new rules probably will not affect your field labor, but will impact your office staff and front-line supervisors. In the past, you have been able to treat as exempt anyone in it administrative or managerial job who was paid a salary of $455 per week. The proposed rule will increase the salary requirement to at least $970 per week for this year. Worse, the minimum salary for exempt status will increase each year as the cost of living increases. In essence, this means that anyone earning less than $51,000 this year will likely not be exempt from overtime. Here are a couple of things that you can do now to prepare for this change.

Identify those workers who will need to be reclassified as nonexempt once the new rules take effect. Once you have identified affected workers, you

need to put a plan in place that will pay them properly under the law, but not cause a loss of employee morale. One way to do this is to pay these employees in hourly wage that takes into account how much overtime they now work. It is vital, however, that you watch these newly nonexempt workers’ hours to ensure that they do not work overtime in the future.

Dr. David Michaels, the head of OSHA, recently stated that the Walking Working Services and Personal Fall Protection Systems final rule will likely be published before he leaves office at the conclusion of the Obama administration. Finally, Michaels praised OSHA’s new severe injury reporting rule and the congressional approval of increased penalties for OSHA citations.

The Equal Employment Opportunity Commission (EEOC) has become far more aggressive in a number of areas.

This past January, the EEOC issued updated guidance that will make it easier for employees to bring retaliation claims that will be harder for employers to defend against. This particular guidance adopted a court’s broad standard, stating that a causal connection between an allegedly retaliatory action and the underlying protected activity can be established

by a “convincing mosaic of circumstantial evidence.”

Contractors should carefully review all adverse employment actions to ensure that there is no retaliation.

One change that the EEOC has implemented that has yet to be fully appreciated is that the EEOC will now permit a charging party to obtain a copy of, and rebut, the employer’s position statement. The EEOC’s stated policy is to make their investigative process more open, but the impact upon contractors remains to be seen. It is likely that more claims will go to litigation as the agency cannot decide who is telling the truth.

In addition, the EEOC is focusing upon protection for individuals with HIV, protection of Muslims and persons of Middle Eastern descent, and protection of LGBT individuals.

The EEOC is pushing very hard to make sexual orientation discrimination equivalent to sex discrimination covered by title VII. In two lawsuits recently filed, EEOC has asserted that a gay man and a lesbian employee were subject to hostile work environment discrimination because of their gender.

The National Labor Relations Board is also aggressively seeking to change labor law in

favor of unionized workforces.

The Board is doing this in some subtle ways, for example by narrowing the definition of who is a supervisor under the law.

For most contractors, it is likely that the Board would find that your foremen are not statutory supervisors. So it is important contractors ensure that foremen in fact exercise independent judgment and discretion in directing their employees.

Finally, the DOL has proposed a rule requiring federal contractors to offer employees seven days of paid sick leave per year. Many believe that the Obama administration will try to expand this coverage to all employers before the end of this year.

There are other changes at the state and federal level that may impact your business.

Therefore you must stay alert and, where possible, prepare in advance for coming changes.

David C. Whitlock has over 25 years experience in business immigration, compliance, employment counseling and training. Whitlock can be reached at (404) 626-7011 or at davidcwhitlock@gmail.com.

56 August/September 2016 • PAVEMENT • www.ForConstructionPros.com/Pavement

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On The Job Jessica Stoikes, Associate Editor

How to Work with

L

when Striping Technology helps contractors save time, improve job quality ADDING A NEW piece of equipment or implementing technology seems to be the dominate solution when contractors are looking to increase their productivity. When it comes to striping, LineDrivers that convert walk-behind units to ride-ons have cut the cost of striping a parking lot in half.

Additional equipment in the form of lasers are continuing to help contractors improve efficiency on every job. Here's what to expect when buying and using these tools on a jobsite.

What You’re Buying

With lasers you no longer need to snap chalk lines, you just set the target, line up the machine and start striping.

Lasers are layout and striping tools that aid in layout and precision stripe accuracy. Some newer striping units have lasers installed on them, but aftermarket units are gaining in popularity as well.

Tom Cox, principal at We Do Lines based in Chandler, AZ, had been looking at lasers for a few years based on the buzz in the industry, but pulled the trigger on the purchase this year at National Pavement Expo in Charlotte.

Cox and his team work on three Graco LineLazer walk-behind units and have purchased one green dot laser and two long line lasers from LaserLine Manufacturing that they installed on each unit.

“Graco came out with their new LineLazer V machines and incorporated the GL-1700 green dot on the Auto Machines, along with many other great improvements,” Cox says. “At NPE, we purchased the GL-1000 Laser for long lines as well.”

58 August/September 2016 • PAVEMENT • www.ForConstructionPros.com/Pavement

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h

LASERS

ng Pavement Lasers & Layout If you ask most striping contractors what the least favorite part of their job is, they’re likely to answer "layout."

That’s because traditional methods are labor intensive and time consuming using stringlines and excessive walking.

"With the lasers you no longer need to snap chalk lines, you just set the target down, line up the machine and go,” Cox says.

Here’s how this might work on a job: Assume the parking lot contains 100 stalls with single rows around the perimeter and one set of double rows in the middle.

STEP 1. Layout using a tape measure the stop and start marks for all 9-ft. stalls in both the single rows and double rows.

STEP 2. Measure and mark the centerline. Using a laser, mark every 50 or 100 feet of centerline depending on the flatness of the pavement. If the pavement is flat, contractors can easily mark every 100 feet because the laser easily shoots that far. If the pavement goes up and down, or if there is an object in the way, markings need to be made more frequently.

STEP 3. Stripe the single stalls all the way around the lot.

STEP 4. With the machine backed up right to the start of the first line in the double row, line up the laser with the stop and start at each end.

With the addition of auto layout systems, contractors no longer need to even use tape to measure and layout spaces, the machine does it for you and places a dot on the ground where the lines need to go.

“With both the laser and auto layout system in place we save 40% to 60% of

Striping at NPE 2017 Session: Improve Striping Productivity Using Today’s Technology Speakers: Chad Jung, Superior Striping; Scott Langton, Superior Striping Parking lot layout has come a long way from stringlines nailed into the pavement. This howto session will take you through “the evolution of parking lot layout” from basic tape measure layout to today’s simple-to-use computer technology that will do your calculations for you and the industry’s newest cutting-edge layout tool: lasers. Two veteran striping contractors who have evolved along with the industry and its technology will teach you how to efficiently stripe any job, easy or difficult. You’ll learn how you don’t need two or three people to lay out a parking lot and how one person on a job can layout and stripe accurately and efficiently. More lines faster is the goal and you’ll learn how to improve productivity using today’s technology.

Session: Parking Lot Layout & Striping Basics Speaker: Robert Liles, Robert Liles Parking Lot Service Laying out parking lots for striping follows a series of steps that need to be taken in the right order, and this new session by a veteran striping contractor lays it all out for you — starting from the beginning. You’ll learn how to read specs and blueprints, what it means to “square up” a lot, the importance of a base line and how to find or establish one, how to create a perpendicular line and what you can do with it, how to create the various types of angled spaces — and more!

Session: How to Stripe the Tough Jobs Speaker: Pat Mendick, Miktom Inc. Here’s a session with no easy angles! Now that you know striping basics, you need to learn how to handle the tough layout and striping jobs — and this session by one of the pavement marking industry’s most innovative contractors will show you how. Learn to stripe both straight-in 90-degree and 60-degree angled stalls on both inside and outside curves using simple homemade tools — and no math; learn radius development and how to stripe curved lines; plus, take home shortcuts that will make your daily layout work easier.

Session: How Your ADA Expertise Can Generate Sales and Strengthen Customer Relationships Speaker: Ken Goldberg, All County Paving The Americans with Disabilities Act (ADA) is the law that guides parking lot repair, reconstruction, paving and marking – but that doesn’t mean your customers know the rules.

In this session you’ll briefly review the ADA guidelines as they relate to parking lots, but that’s just the beginning. You’ll learn how you can rely on the ADA to help you break through to just about any prospect just by knowing what to look for, how to fix it and how to convey that to the buyer. Knowing, applying and marketing your ADA knowledge appropriately can generate more and larger sales and can make you an invaluable resource for your customers. Learn how to be the local “ADA expert” who can protect customers from lawsuits and fines by bringing their property into compliance!

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On The Job layout time,” Cox says. “As we all know, the painting is the easy part, it’s the layout that takes all the time. So if you can save 40% to 60% on layout labor you are going to increase your productivity and profitability.”

Precision Stripes In addition to reducing layout time, striping with lasers will give you an

extremely accurate line. Traditional pointer bars require constant adjusting for varying extrusion sizes and those bars can be easily kicked out of alignment.

“The biggest difference we enjoyed was the lack of a bar for employees to kick out of alignment,” Jeremiah Chamberlain with Highway Graphics says. “Without a bar to line up, training

Simple Set-Up

Pavement Awards call for entries!

It’s easy to nominate yourself, your company or others for a Pavement Award, presented by Pavement Maintenance & Reconstruction.

And, it takes less than 10 minutes!

Get valuable recognition and PR to help advance your business.

Award recipients will be recognized on Feb. 1, 2017, at National Pavement Expo in Nashville, Tennessee, and in the February issue of the magazine.

Visit ForConstructionPros.com/PavementAwards for details and to complete an entry form.

• Pavement Hall of Fame • The Alan Curtis Industry Service Award • Contractor of the Year • Sweeper of the Year • Paving: Parking Lot Award • Paving: Non-Parking Lot Award • Seal & Stripe: Large Job Award • Seal & Stripe: Small Job Award • Good Neighbor Award

Entry deadline: November 1, 2016 ForConstructionPros.com/PavementAwards

Tom Cox with We Do Lines was initially concerned about the set-up of the lasers when it came to calibration for accurate lines.

“LaserLine made it very easy to set these lasers up,” Cox says. “The unit came with a battery and all the mounting accessories, it was installed in about 5 minutes.”

Once the laser is attached, it must be lined up so the beam it projects is straight. Contractors say the easiest way to line the laser with the spray gun is to use the joint where asphalt pavement meets the concrete curb line because that line is generally straight.

“When I first bought the laser, calibration was my concern, but now when I arrive at a job, it takes a minute or two to ensure perfectly straight lines.

Once you get the calibration done, just set up the target, line up the machine and paint a straight line.”

has become easier as the trainer sees the guide in the same spot as the operator without height and angle playing any part in the equation.”

“Along with getting perfectly straight lines with the GL-1000, the GL-1700 green dot is my favorite,” Cox says.

“There’s no more guessing where to start or stop the spray with this laser. We are all good at our jobs pulling the trigger, but the green dot makes it easy for even a new striper to hit their starts and stops perfectly.”

Lasers today are designed specifically for parking lot striping and are available for around $1,000. And where older lasers were only able to be used up to 12 hours on a single charge, the new models can run for 50 hours on a single battery charge.

60 August/September 2016 • PAVEMENT • www.ForConstructionPros.com/Pavement

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On page 14 of this issue of Pavement Maintenance & Reconstruction Magazine, Allan Heydorn reports on the first field sampling event undertaken by the National Institute of Occupational Safety and Health (NIOSH) for the NIOSH study of occupational exposures during application of refined coal tar-based sealant (RTS).

The initial phase of the project is a pilot study. The goal of the pilot is to make sure that methods chosen to collect data are working the way they are supposed to, giving a representative picture of exposures without interfering with work practices. This first instance of a NIOSH field team present on sealcoating work sites was a pilot study for STAR Inc., for the STAR crew that volunteered to participate, and for PCTC. On learning about the study, PCTC members recognized it as an opportunity and asked NIOSH to consider PCTC a “willing resource to draw on for information and assistance, including assistance in identifying and selecting companies and recruiting participants.” One part of PCTC’s role is to facilitate participation of companies in the NIOSH study. An important aspect of PCTC’s facilitation is making sure that the industry understands NIOSH’s goals, procedures, analytical methods and interpretation of results. Another aspect is understanding what companies and applicator crews can expect when volunteering to participate in the NIOSH study.

STAR Inc. reports that, overall, its participation was a positive experience. NIOSH met with applicators and office personnel to explain the study and obtain what

is called the “informed consent” of the team that will be followed

by NIOSH during work activities, wearing the equipment and providing samples (for example, skin wipes and urine). These kinds of occupational studies are governed by strict privacy rules, and NIOSH explained that information will be confidential.

During the planning stage of the study, PCTC reviewed and submitted comments on the study protocol prepared by NIOSH. PCTC retained Dr. Mark Bookbinder to help members better understand and evaluate the NIOSH study.

Studies conducted as part of product registrations are subject to rigorous scrutiny and review at every phase from project planning to protocol development to study implementation. During its review of the NIOSH protocol for the RTS study, PCTC learned that NIOSH appears to take a less formal approach. The first field sampling event of the NIOSH pilot study was thus a pilot study for PCTC as well. Dr. Bookbinder accompanied NIOSH and the STAR Inc. crew for 3 of the 4 days, asking questions and observing NIOSH activities.

Dr. Bookbinder’s observations will be closely studied by PCTC, guiding member’s approach to participation.

If your company would consider participation in the NIOSH study in the future, please contact PCTC at alehuray@ pavementcouncil.org.

For more about PCTC visit www. pavementcouncil.org.

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NAPSA

7 New Topics at NPE “Best Practices” Workshop Since 2006 the "Best Practices" for Contract Sweepers workshop at National Pavement Expo has been one of the sweeping industry's most heralded events at NPE. Moderated by a NAPSA member (Gabe Vitale, C & L Sweeper Service Corp., will do the honors at NPE 2017), the "Best Practices" workshop takes advantage of one of the more unique program structures at NPE, the "roundtable."

Here's how it works and why any sweeper should attend: There are seven new topics each year, and each topic is assigned a table and a facilitator.

Attendees begin by selecting one of the topics and sitting at the table of that topic. Other contractors join and eventually, led by the facilitator, the group discusses, analyzes, exchanges successful efforts, and determines one or more “action steps” any sweeping contractor can take. At set intervals, attendees change tables to enable each attendee to participate in four topics for the session.

Once all groups have had an opportunity to analyze and evaluate various ideas and courses of action for the topics, a representative from each topic will report its results and suggestions to the whole group.

So attendees actively participate in four "roundtable" discussions – yet hear the recap from all seven.

This year’s new topics and facilitators will be: • Adding Complementary Services – Daniel Stauty, Commercial Power Sweeping

• DOT and DOT Regulations – John Cheruka, Commercial Vehicle Safety & Accident Specialists • Managing Debris and Disposal/Recycle – Rick Katz, TKG Environmental Services Group • How to Estimate – Matt Joseph, Piedmont Property Services • Alternative Fuels – Tracy Day, NiteHawk Sweepers • Working with 3rd Parties – Chris Dick, Katsam Enterprises • Finding the Right People for the Right Seat on the Bus – Loring Dunton, C & L Sweeper Service Corp.

And... the workshop is specially priced ($85) for NAPSA members... a great member benefit and another reason to join NAPSA if you haven't.

For details on the "Best Practices" for Contract Sweepers workshop or on National Pavement Expo, Feb. 1-4 in Nashville, visit www. nationalpavementexpo.com

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.

WSA

WSA Receives APEX Award It feels good to be proclaimed a winner. I speak from experience: The World Sweeping Association recently received a national APEX Award for Publication Excellence for the quality of the educational and training material contained in the WSA Update e-newsletter we send to our members on the first and fifteenth of each month. This marks the third straight year that WSA has received an APEX for some aspect of its operation, a recognition for which we are very proud. The affiliated www.

WorldSweeper.com website also won for the quality and content of the information on its extensive website, which, at over 5,000 photos and articles, is the world’s largest on the topic of power sweeping.

However, I’m not using that as this issue’s topic to blow our horn — okay, maybe a little! — but, rather, to discuss the topic of awards and how they can benefit your own organization.

As I said at the start, winning an award makes the recipient feel good and it does so at little cost to the people making the determination.

Consider bringing an award program into your company if you don’t have one already. You might establish a contest that addresses one or more areas where your firm could use some improvement, whether in terms of the quality

of work being provided, morale of employees doing the work, or the best overall workplace improvement idea(s).

There are many rewards that are high profile at a low cost.

These might include a preferred parking place at your shop, a fancy certificate and/or a gift card for dinner at a restaurant where your workers (and their spouse) typically wouldn’t be able to afford on their own.

Most restaurants, when asked, will provide you with a gift certificate for 50% off the face value if they know their restaurant will be used as part of a contest. Find creative ways to make your employees happier while making your business more productive.

And, speaking of more productive, find out for yourself the value of the award-winning information, as well as the many other benefits, that are provided to WSA members twice every month. Questions? Contact WSA via email sent to director@ worldsweepingpros.org.

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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Eric Halsey Technology Update

6

Areas Tech is Revolutionizing Your Business Technology is improving the construction industry in the office, through equipment and materials and on the jobsite TECHNOLOGICAL INNOVATIONS ARE seeping into the industry with advances that benefit every area of the industry. Here are six areas where technology is revolutionizing your business.

1

The office: keeping paperwork in order

Contractor licensing and OSHA requirements are likely to get more complicated as technology changes. Fortunately, new tools are arriving to make this easier for you.

New apps help you keep data in order and share information between the office and jobsites — an app like Safety Meeting helps you keep track of your business's safety record.

And surety agencies are beginning to offer electronic bonding, which is vital as contractor license bonds continue to be an important part of your business.

2

Autonomous trucks: driverless solutions From bulldozers to freightliners, trucking is becoming smart. Rio Tinto mining in

Australia is using 69 autonomous dump trucks with GPS to transport ore. A single driver controls the trucks remotely, which amounts to a more efficient use of resources and creates a safer work environment. These trucks get loads to their destination with fewer delays and less fuel usage than trucks with human drivers.

And autonomous crash attenuator trucks are coming to the highway construction zones of Florida — the first state to test this type of vehicle. Crash attenuator trucks save lives in construction zones but endanger their drivers. This pilot program uses driverless trucks. The technology works by leader/ follower programming or remote control, utilizing GPS Waypoint navigation.

3

Materials: revolutionary or recycled Not all construction materials need to be new: sometimes they can be recycled instead.

Concrete is a common construction material, but over time it breaks down. While the idea of recycling concrete and the process aren’t new, what is new is the approach.

Recycling concrete is generally very difficult and potentially dangerous to do because it produces questionable quality, strength and durability.

Up-and-coming technology and research will mean that the concrete industry’s

impact, mainly in the form of obtaining aggregate, will be able to be reduced through recycling. It may not be in common practice just yet, but you should look out for this on the horizon.

4

At the jobsite: monitoring productivity Drones are popping up everywhere, and the jobsite is no different. Drones are mapping worksites and generally keeping tabs on productivity and safety.

Footage shot by drones is even being used to analyze when jobs will be finished and show progress to clients. In essence, drones are becoming productivity monitors.

Live construction drawings are creating a real-time progress monitor that can be viewed anywhere. Fieldlens is just one program that allows you to view your plans from anywhere, including on a mobile device. It allows users to communicate about drawings right on top of them, as well as what’s really happening on site. Other features include project imaging and weather reports, making for better communication and less time spent on reports.

5

On the road: street smarts

While some technologies are already being piloted, others are still in the works. For instance, smarter roads are

being developed. Dutch firm Heijmans and designer Daan Rosegaarde are working on a technology called Smart Highway that incorporates glow-in-the-dark lining on road decks, electric priority lanes, interactive lighting and utilization of dynamic paint.

Another Dutch company, SolaRoad, is working on roads that will generate solar power, absorbing sunlight and converting it to electricity.

These road innovations will change the way we think about roads, and the way they’re constructed.

6

Equipment: wearing your tech

The Smart Helmet takes a mandatory piece of equipment and makes it an amazing piece of wearable tech.

It’s equipped with a transparent visor, special lenses and 4D augmented reality to give the wearer a heads-up.

Sensors and cameras give a variety of information about the surrounding environment and how to move through it.

Eric Halsey is a historian by training and disposition who’s been interested in U.S. small businesses since working at the House Committee on Small Business in 2006. He has a particular interest in the surety bonding industry with a focus on construction contracting and loves sharing his knowledge for JW Surety Bonds.

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CONTRACTOR SNAPSHOT

|

Jessica Stoikes, Associate Editor

How Diversification Drives Growth

2016 TOP

CONTRACTOR

for Connecticut Sealcoater Constantine Sealing Service continues to add services based on customer demand and growth opportunities IN 1979, BILL CONSTANTINE took out a loan co-signed for by his dad and was off to the races with his business, Constantine Sealing Service.

Constantine has grown his business from one truck, one bucket, one squeegee and one crack filling kettle into what it is today, diversifying as needed to accommodate customer demand.

The Glastonbury, CT, company services both commercial and residential customers all over Connecticut and its surrounding states. They offer sealcoating, crack filling, asphalt paving and patching, curb repair/replacement, line striping, tennis/ basketball court resurfacing, catch basin repairs and snow removal.

“We have expanded our services and retained a lot of business throughout the years,” Constantine says. “In our first week of the 2016 season, we saw a little bit of everything; line striping, crack filling, curb repairs, pot hole repairs, catch basin repairs, tree root damage and parking lot clean ups.

“Hard work, dedication and high attention to the quality of

”We have expanded our services and retained a lot of business throughout the years.” our product is what keeps our business growing.”

Constantine also makes it a point to attend National Pavement Expo as well to stay on top of trends and technology in the industry.

“I’ve been attending the show every other year since the show started,” Constantine says. “I’ve learned a lot at the show from roundtables and from the networking. When you see the new equipment, you get an idea of how you can do things faster and better.”

Constantine’s sons have also joined the business and are learning the trade through their dad and by attending NPE as well.

“This year’s show was a big eye opener as to what technologies are readily available for us to use in our line of work,” he says.

“We made some good connections with business owners throughout the country at the show. The classes we were able to take were highly educational and we can’t wait to implement some new processes and ideas.”

Expanding in to Snow About 25 years ago, Constantine Sealing Service added snow removal.

“I would always keep a few guys around the shop in the winter time to help complete maintenance,” Constantine says. “Since I had them there, we decided that we might as well use the trucks and go

out and snowplow. We kept growing in snow removal and now we use our entire crew in the winter either plowing, shoveling or snow blowing. I don’t have to lay anyone off.”

This year marks the company’s 37th year in business, and it’s the first year they have made the Pavement Top Contractor lists in sealcoating, striping and pavement repair.

“We are honored and privileged to be mentioned on the list.” Constantine says. “I have to thank the guys that show up to work for me every day, without them none of this would be possible.

“My sons are currently working for me and learning the business. We hope to continue to move forward, grow and obtain new business for the next generation. We are constantly making changes and adapting to our customer’s needs.”

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Index

PAVEMENT Published by AC Business Media Inc.

Advertiser Index

PAGE

Able Industries

33

B & E SealCoat Product Inc.

42

Buffalo Turbine

36

Carlson an Astec Industries Co.

67

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

Caterpillar Paving

7

Cimline Pavement Maintenance Group

4

CMI Equipment Sales Inc.

32

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

Copperstate Hose

61

Crafco Inc.

13, 57

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

Deery

23

Dickson Industries Inc.

8

Elgin

5

EZ-Liner

32

Gangbox Incorporated

61

Gem Seal Pavement Products

2

Graco

9

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

Guard Top

41

Kasi Infrared

11

Keystone

42

K-M International

15

Kutrite Mfg

32

LaserLine Manufacturing Inc.

41

LeeBoy

29

M-B Companies Inc.

42

MRL Equipment Company Inc.

36, 38

Mystic Washing Cleaning Systems

36

Neal

17

Neyra

39

N. I. Wilson Mfg. Co. Inc.

38

NPE

43, Insert

Pavement Maintenance Supply Warehouse Inc.

38

Quik Pave Products Inc.

12

Ram Commercial Trucks

34 – 35

Reelcraft

6

Road Science

37

Rock Line Products Inc.

46

Seal-Rite

25

SealMaster

68

SOYsolv

41

Star-Seal

31

Unique Paving Materials Corp.

40

Weiler

21

WRT Equipment Ltd.

38

FORCONSTRUCTIONPROS.COM WEBSITE: Digital Operations Manager: Nick Raether Digital Sales Manager: Monique Terrazas Editor: Larry Stewart Managing Editor: Kimberly Hegeman CHANGE OF ADDRESS & SUBSCRIPTIONS PO Box 3257, Northbrook, IL 60065-3257, Phone: (877) 201-3915 Fax: (800) 543-5055 • circ.pavement@omeda.com REPRINTS Denise Singsime at (800) 538-5544 ext. 1245 dsingsime@ACBusinessMedia.com.

LIST RENTAL Elizabeth Jackson, Account Executive, Merit Direct LLC, Phone: (847) 492-1350 ext. 18 • Fax: (847) 492-0085 • ejackson@meritdirect.com AC BUSINESS MEDIA INC.: Chairman: Anil Narang President and CEO: Carl Wistreich Executive Vice President: Kris Flitcroft VP Content: Greg Udelhofen VP Marketing: Debbie George ADVISORY BOARD: ACI Asphalt Contractors Inc., Maple Grove, MN: Jim Bebo Asphalt Contractors Inc., Union Grove, WI: Robert Kordus Asphalt Enterprises, Raleigh, NC, Sylvia Richards Asphalt Restoration Technology Systems, Orlando, FL: Connie Lorenz Capitol Sweeping Service, South Windsor, CT: Thomas Kuhns Custom Maintenance Services, Shippensburg, PA: Michael Nawa Eosso Brothers Paving; Hazlet, NJ: Tom Eosso Miktom Parking Lot Maintenance, Papillion, NE: Mick Vinckier 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 Rose Paving Co., Bridgeview, IL: Alan J. Rose Site Services Inc., Highland, IN: Randy DeVries T&N Asphalt Services, Salt Lake City, UT: Nick Howell The Rabine Group, Schaumburg, IL: Gary Rabine Young Sealcoating Inc, Lynchburg, VA: Steve Young ASSOCIATION REPRESENTATIVES: Asphalt Sealcoat Manufacturers Association: Keith Ryan, Quality Emulsions Pavement Coatings Technology Council: Anne LeHuray, Executive Director

Get fast, relevant product information in the Buyers Guide at

ForConstructionPros.com

www.ForConstructionPros.com/Pavement • PAVEMENT • August/September 2016 65

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Tailgate Talk

8

|

Brad Humphrey

Steps to Improving Mediocre Workers

NO CONTRACTOR I KNOW will admit to purposely recruiting mediocre workers. Yet, many of the same contractors do admit to having a great many workers who are far from excellent or who have no motivation to learn. Welcome to reality, the nightmare really, of working with mediocrity.

The definition of mediocrity is quite interesting: “The quality of something that is not very good; a person who does not have the special ability to do something well.”

For contractors who sell quality, “best in class,” and No Bad Job projects, the reality of employing workers who are, quite honestly, not very good or who do not have the special ability to do something well, the future can be quite depressing.

How do you deal with employees you consider to be mediocre in their work habits, performance and results?

There are no secrets here or any magic pills to ask your workers to take to move them up on the performance ladder. But there are several actions you can take to make sure you are bringing out the best that is possible from those workers who may be “performance challenged.”

Spend Additional Time Spelling Out Daily Expectations. Setting out the week’s schedule might work for your best performers, but for the mediocre worker a daily dose of “what we are going to do today” cannot be overemphasized.

1

2

Turn Follow-up into a Quarterly Habit. If you “quarter-up” your day, you will find that there are about four 90-120 minute sections of time. During each “quarter” you should tour your work areas to make sure that workers, especially your mediocre workers, are doing what they were assigned to do.

Build on Every Positive Demonstration of Productive Movement. Sounds crazy, but you need to reaffirm each and every positive effort put forth by those who don’t set the bar of performance excellence as high as they need to. Such positive reinforcement can go a long way to winning these folks.

Keep the Bar High on Productivity, Quality & Commitment to Excellence. Don’t allow mediocre workers to subtly dictate that some days on the job will not be great.

Shoot for greatness every day and on every project. Let your guard down just a little here and you will have a project go south, fast.

Don’t Settle for Lessthan-Needed Results.

OK, let’s face it: Not everything even our best workers do is perfect…every time.

However, when the results are not quite there and reworking will not cost you too much, do the rework to make sure your workers realize the seriousness of doing things right the first time. Lead, mold and pursue perfection when following important processes and procedures.

3

4

5

6

Engage Your Customers to Give Workers Feedback on Results. Often what a customer might say can have more impact on workers than anything an owner might. The boss can discuss how important quality is all day and not raise an eyelid from workers; but have a customer say the same thing and suddenly the workers are knocking themselves out trying to meet the customer’s expectations.

Engage More of Your Mediocre Workers in Job Reviews & Best Practices Learned. Because many mediocre workers often display little interest in getting better, contractors will focus improvement discussions on workers who appear to care about job quality and improving their skills. This can be a huge mistake. Often the mediocre folks are exactly the people who need to be brought into discussions about “how to make things better.” Including them in post-job reviews and discussions of best practices can help them feel they are part of something that welcomes them and their ideas.

Engage Your Mediocre Workers Face to Face. It is very common for mediocre workers to feel like they are just a number. For many, this is a comfortable existence because it doesn’t single them out. However, by pushing past this and actually engaging your mediocre workers ‒ face to face ‒ you are challenging them to listen, to step up, to do something beyond

7

8

just showing up to work and going through the motions.

This effort will “arm twist” your worker to respond and

react to your proactive effort.

For many workers of mediocrity, none of these suggestions will have the desired result. But your effort may still connect with some workers. Sure, you can just terminate the mediocre employees.

But you might be surprised how many workers you tagged as mediocre will actually become engaged ‒ and improve -- after your efforts.

Influencing our workers has never been a defensive strategy but instead one that “takes the game to them.”

Rather than get frustrated about what is not happening, it’s important that you go on offense in playing this game.

We all employ mediocre workers. Instead of complaining about them, engage them by integrating some or all of these efforts. What do you have to lose?

Here’s to working with mediocrity…and maybe, just maybe, learning to win!

Brad Humphrey is President of Pinnacle Development Group, a consulting firm that specializes in the construction industry (www.pinnacledg.com). In addition to other sessions, he will present a new day-long workshop, “Relentless Leadership: An Emerging Leader’s Boot Camp,” on Jan. 31, 2017 at National Pavement Expo in Nashville. For details visit www.nationalpavementexpo.com. Pinnacle also offers a new educational App, available through www.pinnacledg.com or your App Store (type in Pinnacle Development Group).

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