Pavement Maintenance & Reconstruction August/September 2019 by ForConstructionPros.com

THE OFFICIAL MAGAZINE OF NATIONAL PAVEMENT EXPO

How Much is Your Donated Work Costing You?

MAINTENANCE & RECONSTRUCTION AUGUST/SEPTEMBER 2019

IGNITE CONSTRUCTION SUMMIT NEW FOR OWNERS! (SEE PAGE 6)

ATTENTION FOREMEN! Read the Job Folder!

CRACKSEALING After Milling Improves Overlays

SWEEPING TECHNOLOGY Breakthroughs

PAVING How SPRAY PAVERS Help Improve Pavement Performance

PAVING

the Rare Project: ›

ROUNDABOUTS

in Georgia

INDOOR TENNIS COURTS in Maryland ›

› › › www.ForConstructionPros.com/Pavement

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More than high-quality sealers. We’re your go-to source for it all! GemSeal has conveniently located One Stop Shops that carry all of our pavement preservation products along with signs, stencils, tools, safety items, apparel, equipment, and parts. Stop in Today and Stock Up: 1. Sealers and Additives 2. Traﬃc Marking Paint 3. Thermoplastic Markings (Preformed and Hot Applied)

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What’s Inside

August/September 2019

PAVEMENT

FEATURES 12

Converting Two “T” Intersections to Roundabouts

46 How Cracksealing

after Milling Protects Overlays

Piedmont Paving plans, prepares, then paves projects 600 ft. apart.

Techniques to help prevent cracks in milled pavement from affecting surface layers.

How to Pave Tennis Courts – Indoors

Elgin, Roadbotics Team to Offer Pavement Assessment Technology enables sweepers to collect data to aid Florida road improvement.

Rebranded American Tennis Courts – now ATC – looks to a broader future.

34 Contractors’ Choice:

Spray Pavers

How spray pavers help improve pavement performance.

All-electric Street Sweeper Cuts Emissions to Zero Global Environmental Products’ M4 Supercharged Class 7 street sweeper can operate up to 11 hours in a single charge.

ON THE COVER Pace Construction, St. Louis, uses a Vögele Super 1800-3i SprayJet paver on U.S. 60 in Missouri. Designed to place asphalt ultra-thin bonded overlays (UBTOs), the spray paver places tack or bond coat and asphalt lift in one pass. Five spray bars provide a max spray width of 19 ft., 7 in. Photo courtesy Wirtgen Group/Wirtgen America, Antioch, TN. Vol. 32, No. 6 August/September 2019

Published and copyrighted 2019 by AC Business Media. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording or any information storage or retrieval system, without written permission from the publisher.

PAVEMENT

Subscription policy: Individual subscriptions are available without charge in the U.S. only to pavement maintenance contractors, producers and government employees involved in paving or pavement maintenance; dealers, and distributors of pavement maintenance equipment or materials; and others with similar business activities. Complete the subscription form at www. forconstructionpros.com or use your company letterhead giving all the information requested. Publisher reserves the right to reject nonqualified subscribers. One year subscriptions for nonqualified individuals: $35.00 U.S.A., $60.00 Canada and Mexico, and $85.00 all other countries (payable in U.S. funds, drawn on U.S. bank). Single copies available (prepaid only) $10.00 each (U.S., Canada & Mexico), $15.00 each (International). Pavement Maintenance & Reconstruction (ISSN 1098-5875), is published eight times per year: January, February, March/April, May, June/July, August/ September, October/November, December by AC Business Media, 201 N. Main St., Fifth Floor, Fort Atkinson, WI 53538. Periodicals postage paid at Fort Atkinson, WI and additional entry offices. POSTMASTER: Please send change of address to Pavement, PO Box 3605, Northbrook, IL 60065-3605. Printed in the USA.

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PAVEMENT MAINTENANCE & RECONSTRUCTION is proudly supported by these associations:

www.ForConstructionPros.com/Pavement • PAVEMENT • August/September 2019

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What’s Inside August/September2019 DEPARTMENTS 6

Editorial Ignite This!

Hot Mix The Latest News in the Industry

Just In Select New Products and Upgrades

Pavement Profit Center

Classified Ads

On the Job

How Cracksealing after Milling Protects Overlays. 48

From the Owner’s Desk What’s Your “Free Work” Costing You?

Your Business Matters Do You Need a New Payment Strategy?

Technology Update Global Environmental Products Introduces First All-electric Street Sweeper; Elgin & Roadbotics Team for Pavement Assessment.

NAPSA Report Results? You Bet!

WSA Update Why Privatization is a BMP.

PCTC Dispatch Sales and Networking Opportunities.

Contractor Snapshot Adding Paving Turned Colorado’s Pyramid Construction into a Turnkey Operation.

Index

Tailgate Talk Crew Foremen...Study Your Job Folder!

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

August/September 2019 • PAVEMENT • www.ForConstructionPros.com/Pavement

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Editorial

Allan Heydorn, Editor

Ignite This! OWNERS (AND THEIR toplevel managers) are the people tasked with figuring out how to make a company better. Whether it’s determining a new direction, hiring more people, adding new services, or just figuring out how to improve day-to-day operations to improve job quality and the bottom line – owners and managers are on the hook. And tough as it often can be, they relish it. Figuring out the answers to the Big Picture questions are why owners choose to put in long days and longer weeks. They have a vision of the type of company

they want to have. They have ideas about how a business should be run. They thrive on building something of their own – often from nothing. Now a new educational and networking event, developed specifically for the construction industry, can help these risk takers and bluesky visionaries advance their contracting business. The Ignite Construction Summit, Dec. 12-13 in Las Vegas, will provide opportunities to network with other contractors and speakers during meet-and-greet breakfasts, lunches and receptions, and

will feature “how to” sessions on seven critical issues affecting the running of a construction company, including: • How to develop “ownership thinking” in your employees, Garrett Sullivan, Sullivan & Associates • Identifying and developing leaders for the long term, Brad Humphrey, Pinnacle Development Group • How to improve your leadership future, Bart Gragg, Blue Collar University • Understanding “inbound marketing” and how to make it work for your business, Dave Nelsen,

Dialog Consulting • How to put “profit first!” while successfully managing your cash, Shawn Van Dyke, Shawn Van Dyke • Developing Navy SEAL “elite team dynamics,” John Choate, SA-720 Strategies, former Navy SEAL • Trends (and solutions) in construction litigation, Joshua Ferguson, Freeman Mathis & Gary To light a fire under development of your company, mark your calendar for Dec. 12-13 in Las Vegas and visit www.igniteconstructionsummit.com for session descriptions, speaker bios and to register.

6 August/September 2019 • PAVEMENT • www.ForConstructionPros.com/Pavement

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Hot Mix

Caterpillar Inc. Gives Away CB24B Roller to Celebrate 30th Anniversary A.F. Mallet Excavating wins special-edition Cat CB24B Utility Compactor Caterpillar Inc. recently celebrated 30 years of small vibratory roller manufacturing and surpassed the 30,000th roller production mark. To commemorate the milestone achievement, Caterpillar held a sweepstakes in the United States to give away a special-edition Cat CB24B roller. Thousands of contractors entered the Feelin’ Lucky sweepstakes held from February 4 through April 15, 2019. Produced in Caterpillar’s Minerbio, Italy factory, the commemorative CB24B tandem

Time to Enter your Work for a 2020 Pavement Award It’s time – for the sixth year in a row – to begin thinking about documenting your best or most-challenging jobs so you can enter them to receive a 2020 Pavement Award. Presented by Pavement Maintenance & Reconstruction, the annual awards provide industry-wide recognition for contractors involved in all aspects of pavement maintenance. Job-related awards recognize contractors and their crews for their 2019 efforts, and entries are open for: • Seal & Stripe: Small Job • Seal & Stripe: Large Job • Paving: Non-Parking Lot • Paving: Parking Lot • Good Neighbor Award (charitable efforts) • Best Marketing Video • Best of the Web • Cutting-Edge Sweeper All entries must be made online at ForConstructionPros.com/PavementAwards – and entering is easy. All that’s required

vibratory roller features an exclusive charcoal gray paint scheme with the 30th Anniversary sticker and a chrome Cat badge on the hood. The 3-ton Cat CB24B compactor boasts three vibrating frequencies to meet the job at hand. With its 47-in. compaction width, this utility roller can be used for small paving jobs, large project finish rolling and landscape applications. Intuitive controls with multifunction control panel and easy viewing LCD display make this roller perfect for the rental market. Athol, MA-based excavation and paving contractor, A.F. Mallet Excavating, won the Feelin’ Lucky special-edition CB24B vibratory roller. Andrew Mallet founded the northcentral Massachusetts excavation contracting business in 2007 and included asphalt paving services to complete all phases of the project. With the company’s main team members offering more than 75 years of experience, A. F. Mallet completes a range of residential, commercial and municipal projects. “To be honest, I couldn’t really believe it at first,” Mallet says. “Once I received the

is a brief description of the job and its challenges, including an explanation of why the job should be recognized. Then upload two high-resolution photos and you’re done! So as we pass the midpoint of the season, keep the 2020 Pavement Awards in mind. Note particularly good work and tough challenges, take photos – and enter them in the appropriate category. And the website is “live” so you can enter as soon as you complete a job you want to recognize.

verification e-mail, I realized it was legit and was extremely excited. I printed a picture of the roller and hung it on our refrigerator at home. “We feel incredibly lucky and grateful that we won this piece of equipment. We look forward to putting it to work!” Representatives from A.F. Mallet received the 30th Anniversary roller during a ceremony held on June 26, 2019, at Milton Cat’s Londonderry, NH branch. On hand for A.F. Mallet’s receipt of the CB24B compactor were Andrew Mallet, owner of A.F. Mallet, and D. Scott Phipps, Paving Industry Sales Manager – North America, Cat Paving.

Actual deadline is November 1, but you don’t have to wait... And you can enter in multiple categories – but note: Entries are limited to one job per company per category. Pavement’s Advisory Board selects the winning entries, and winners will be announced at the 2020 National Pavement Expo, Jan. 29-Feb. 1, 2020 in Nashville, TN, and in the February 2020 issue of Pavement.

Industry Appointments At Let’s Pave LLC, Oak Brook, IL, Jeff Lax is president and partner. Lax had been president and CEO of GemSeal Pavement Products. Let’s Pave provides preventative and structural parking lot maintenance services to commercial and industrial properties nationwide as well as partner solutions including pavement planning, contractor procurement, and project management. At Bomag Americas Inc., Ridgeway, SC, Cole Renken is vice president of sales & marketing. Renken will be responsible for developing and executing short and long-term growth strategies to better optimize the sales and customer support for our dealer and rental channel partners. At Dynapac North America LLC, Fort Mill, SC, Jamie Roush is vice president of sales for North America. Roush will lead the sales efforts for the Dynapac product portfolio across all sales channels throughout the region. At the National Asphalt Pavement Association (NAPA), Lanham, MD, Melanie S. Richardson is vice president for finance and operations.

8 August/September 2019 • PAVEMENT • www.ForConstructionPros.com/Pavement

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A WIRTGEN GROUP COMPANY

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Just In

Get fast, relevant product information in the Buyers Guide at ForConstructionPros.com Notch Wedge Pneumatic Roller Willow Designs, L.L.C. Designed to work with Willow Designs’ Notch Wedge Systems only, the Notch Wedge Pneumatic Solid Wheel Roller achieves compaction of the “wedge” part of the notch wedge joint. • A simple update allows your current systems to work with the Notch Wedge Pneumatic Roller • A pressurized tank is fitted to the top of the Notch Wedge Pneumatic Roller for the release agent. • When paving starts, the screed operator sprays the release agent on the pneumatic tire until it comes up to temperature. From this point, applying release agent is only periodic throughout the shift • Designed to be pulled from either side of the paver, with a fully adjustable pull point for front or rear extend screeds ForConstructionPros.com/21075919

Dash Cam Detects Harsh Operating

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ClearPathGPS ClearPathGPS partners with OwlCam to automatically detect harsh braking, acceleration, turning and crashes, while GPS data records while ignition is on to provide location data, vehicle speed and accurate time/date. • Smart response also protects your fleet while parked by detecting both impact and broken glass events • Tamper-free video footage can be securely downloaded for use in insurance claims, court cases, driver coaching and more • A fast LTE connection uploads recorded video to the cloud • Companies can self-install the camera in just a few minutes and the sleek, low profile design mounts just above your dashboard ForConstructionPros.com/21076015

CR 1030 Pavers Replace 4 BOMAG Models Bomag Americas Inc. BOMAG has simplified its 10-ft. class paver offering, reducing the number of models from four to two. Legacy CR 452 and CR 552 wheeled pavers are now replaced by the CR 1030 W paver, while the rubber track CR 462 and CR 562 pavers now bear the CR 1030 T identification. • Stretch 20 hydraulically extendable screed, enables infinitely variable paving widths from 10-20 ft., max paving width of 30-ft. with extensions • Pave interstate and state highways, airports, heavy industrial, large commercial projects. • CR 1030 W Series pavers have a standard 16.7-ton hopper capacity with up to a 27-ton capacity when equipped with an insert • The CR 1030 T Series pavers have a standard 14-ton hopper capacity up to a 22-ton capacity when equipped with an insert ForConstructionPros.com/21076258

August/September 2019 • PAVEMENT • www.ForConstructionPros.com/Pavement

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Paving

Allan Heydorn, Editor

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August/September 2019 • PAVEMENT • www.ForConstructionPros.com/Pavement

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Piedmont Paving plans, prepares, then paves projects 600 ft. apart CONSTRUCTING A ROUNDABOUT Piedmont Paving amidst an operating often handles roadway can be one its own concrete of the more challengwork and traffic ing efforts a paving control but contractor can face. because of the complex nature Piedmont Paving, of this job subbed Newnan, GA, faced out both services. not only one but two roundabout challenges about 600 ft. apart at two three-way T intersections. Through extensive research prior to bidding and thorough planning and efficient execution once they had the job, Piedmont Paving’s crews were able to complete both miniature roundabouts quickly and with minimal disruption to traffic. Started in 2006, Piedmont Paving has grown substantially in the last six years and now employs up to 90 people in peak season. The company is a fullsite contractor offering paving, grading, storm drain installation, water and sewer installation, milling, and fulldepth reclamation. Piedmont is primarily a commercial work contractor, but Andrew Trammell, estimator, says the last couple of years the company has pursued more small DOT jobs, especially those involving milling and resurfacing anywhere from $100,000-$3 million.

Piedmont Paving waited a state-mandated 14-day period following paving before installing thermoplastic markings. Once the thermoplastic is down they returned and addressed the shoulders and finished any grassing and grading work.

Roundabouts to Reduce Traffic Speed Outside of Newnan, GA, State Route 29 runs northsouth, intersecting with Green Top Road and Hall Jones Road roughly 600 ft. apart. Traffic on Route 29 is known to travel at excessive speeds and the Georgia DOT (GDOT) determined the most cost-effective way to control traffic and improve driver safety at the intersections was by transforming both intersections into small roundabouts. Piedmont was awarded both jobs, and because the roundabouts were so close together Piedmont treated them as if they were one job, which essentially required only one staging. “You need to think about how you build it when you price it and that was part of our planning when we bid them,” Trammell says. “Turning a normal intersection into a roundabout is kind of tricky, and it saved us money to go out and do both roundabouts at the same time.” Tim Cato, Piedmont project supervisor, says that while construction

Piedmont was careful in planning and scheduling to make sure the milling dates and striping dates aligned. “After milling that road can’t be reopened without the temporary striping on it,” says Tim Cato.

of the two roundabouts was not technically a design-build project, it was very similar to design-build. “We had the blueprints, but the blueprints basically just showed us the footprint of the road as it now stands and the footprint they wanted when everything was done. We had to figure out how to get there,” Cato says. He says that even if the state, general contractor or customer gives them detailed blueprints, they always go to the site and measure everything themselves. “It is of utmost importance you double check the plans. You can’t rely on the information given in the plans – such as utility location, utility depth, road width, or lane width. Basically any information relevant to the work you need to double check on your own,” Cato says. “You don’t want to be told the utilities are 6 ft. off the edge and then you get out there and find out there only 4½ ft. off the edge and the utility company can‘t get out there to

www.ForConstructionPros.com/Pavement • PAVEMENT • August/September 2019

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Paving

Traffic on the Route 29 is not unusually heavy but travels excessively fast. It could be stopped intermittently but not stopped completely or rerouted.

Widening and Signage

move them for two weeks. You need to have first-hand knowledge before you start planning.”

Planning and Traffic Control In addition to taking their own measurements, Piedmont monitored the traffic at each site to determine what type of traffic control they needed. They then planned how best to introduce drivers to the new roundabout traffic pattern. “State Route 29 is very busy, so you try to look at traffic and get a feel for what’s going on out there. That’s going to tell you how to plan for the work and how to handle the traffic,” Trammell says. “On Route 29 the traffic never stops, so we realized we always had to keep at least one lane open with flaggers and stop-and-go traffic control. We knew we would be putting two lanes worth of traffic into one lane.” Piedmont Paving often handles its own traffic control but because of the complexity of this job they included enough cost in the bid so they could subcontract out traffic control. Once they had a plan in place and a definite schedule, Piedmont notified

the state’s traffic interruption services and sent them the traffic plan, letting the state know what lanes will be interrupted or closed when and what time of day so the state could notify school buses, police, ambulances, and the fire department. “If there’s any change in the schedule at any point during construction we revise the schedule and resubmit it,” Cato says. Piedmont also hired police to be on site during the job, a standard Piedmont practice. “Traffic never wants to conform to a new traffic pattern, it’s frustrating for them,” Cato says. “So we always hire local police or state police if we’re working on a state road. They are making a visual presence. That way we have an authority there who has the ability to slow traffic down, making it safer for us to work.”

Once they’d taken their own measurements, developed a traffic control plan and determined a schedule, Piedmont was ready to tackle the work. The first step was widening the pavement in several locations. “One of the main hurdles to overcome is how to route the traffic between the initiation phase and completion,” Cato says. “Some intersections are not large enough to accept the roundabout traffic pattern without adding width so in those cases you need to widen the pavement before you can do anything else.” That was the case on both these roundabouts, so Piedmont’s excavators dug down 10 in. in several locations, then poured concrete into the hole they’d dug. Normally they use aggregate to fill but because these widening efforts were small they decided concrete was easier. The concrete was placed 1½ in. below grade of the existing pavement so it would be level with that pavement after it was milled. “It’s important to get all full width of the footprint of the new roadway in place before you do any milling,” he says. “Proper drainage and traffic flow are the two main things you have to get right at the start because if you don’t get them right at the start it can be very difficult and very costly to fix them later,” Cato says.

“We enjoy doing small DOT jobs,” Andrew Trammell says. “It’s a niche we can self-perform most of the work.”

14 August/September 2019 • PAVEMENT • www.ForConstructionPros.com/Pavement

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Paving

Before Piedmont Paving does any traffic switching they add any additional width the pavement requires and installs – then covers up – the permanent signage.

At the same time the roads were being widened, Piedmont posted construction-related signage as well as new signage in both roundabout locations. “We wanted to make sure to let traffic know that a roundabout traffic pattern will be implemented in 14 days, so they have an expectation of what’s going to happen. The message signs were up and ready, letting drivers know 14 days in advance that the route is going to change,” Cato says. “All of the permanent signs go up at the start, too, and we cover them. Then on the last day we change it all over and uncover the signs. The drivers have been aware for 14 days that a new traffic pattern is coming and when we open it to the new pattern we uncover the signs and they’re all ready.”

Milling to Proper Drainage Cato says Piedmont crews milled the original pavement to grade, removing the crown and profiling the road to reach its proper elevation minus the 1½ in. of hot mix asphalt that would be put in place. Milling depth ranged from more than 3 in. at the crown to just ¼ in. “You’re profiling the road to get the

proper elevation minus the topping elevation of 1½ in.,” he says. “We always do an ‘as built’ of the road and I look over all the numbers and come up with what the drainage should be,” Cato says. “Generally 1.3% is a minimum of what we shoot for.” Piedmont used a 3-point level to check the grade at the left edge of the pavement, the center of the lane and the right edge of the pavement. “You can’t have ponding water in a roadway,” Cato says. “That’s the time you have to make sure the pavement will properly drain because it’s easier to resolve it then than to try to fix it later.” Milling took two days, and at the end of each day, before crews left the jobsite, they put down temporary striping and uncovered the signs. “People on 29 are not used to slowing down so we had to train them to

Setting Up Safe Work Zones Tim Cato says that by getting the road widening done in the initial phase of the job, Piedmont Paving was able to route traffic around each work zone, making it safer for crews. He says that during construction lanes were only 10-ft. wide, so temporary striping was placed to the outside lane as much as possible. “Most of the time we work outside-in so we put the traffic on the outer edge,” Cato says. “That creates a safety area so the concrete forms trailer, concrete truck and crew can safely work in the work zone in the center of the road.” Cato says they set up work zones each morning. In the evening they moved the traffic channelizing devices against the work they did that day to give traffic more room to travel through the area when workers are not present.

August/September 2019 • PAVEMENT • www.ForConstructionPros.com/Pavement

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slow down and use the roundabout,” Trammell says. “So when we put down the temporary striping we striped it as a roundabout right from the start. We striped this job three times and each time we striped it as a roundabout so drivers would only have to adjust their driving patterns once.” “The drivers only knew the original pattern and the roundabout pattern, there was no intermediate traffic pattern,” Cato says. “We try to eliminate any intermediate traffic patterns as much as possible.”

Straightforward Paving The roundabouts required one lift of hot mix asphalt, 1½ in. thick. Piedmont crews knocked out the mainline paving first. Cato says that the paver is responsive enough and the concrete islands are large enough (40 ft. in diameter), that crews could pave around them. So most paving was done by machine, though he says that some tight areas required paving by hand with a skid steer dumping mix. “So you do have to get a little creative in how you do it.” “When paving roundabouts you pave by priority of the lanes,” Cato says. “If 80% of the traffic comes south to north and exits north, then you pull that same lane from the south to the north, up and around the roundabout and you exit north in the same direction the traffic would travel. Then you look at the secondary route and you pave it the same way.” Cato says compaction is the bigger challenge when paving roundabouts as rollers trying to make too tight a turn will end up tearing the new mat. So Piedmont’s roller operators were especially cautious and followed a planned rolling pattern that did not require tight turns. Paving on both roundabouts was completed in three days. The entire project took less than eight working days. Piedmont hired Roberson Striping to install temporary striping after paving, then after a GDOT-required a 14-day waiting period installed thermoplastic markings.

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If you’re thinking about buying one, stop thinking and make the best decision of your life. Thank you LeeBoy I will be spreading the word!” –Don Hopkins, D&H Paving, New Egypt, New Jersey “Best paver made in the USA. Parts always available. Designed with the paving professional in mind. LOVE IT. Other pavers to me are not an option.” –Alan Taylor, Connecticut “I’ve been in the paving business for 30 years and wouldn’t pave with anything but a LeeBoy!” –Jeff Jarzombek, USA Seal & Stripe LLC, Celebration, Florida “I have been laying asphalt for 32 years now. I come from a time when we used to lay asphalt with a ‘dragbox’. I used to dream of a machine like the LeeBoy paver. In my opinion there is no better or labor-friendly machine like the LeeBoy. From the 1000 to the 8515, the work output and quality is simply unparalleled.” –Frank Cidade, Cidade Blacktop, Massachusetts “Can’t beat a LeeBoy. They’re tanks. It feels wrong to use any other brand. 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Tennis_

Paving

Allan Heydorn, Editor

How to Pave Tennis Courts – INDOORS

On the con eng lea sur the and

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Rebranded American Tennis Courts – now ATC – looks to a broader future IT WAS ALMOST seven years ago when the Columbia Association Long Reach Tennis Club, Columbia, MD, began planning for a new tennis center. Located in what Nick Rouhana, ATC vice president describes as “a very demanding tennis area,” the Club wanted to build indoor courts for its members. “The association had in mind a state-of-the-art facility. They wanted it to be the best place to play tennis in the mid-Atlantic region,” Rouhana says. “A facility like this would be a big deal anywhere, but it’s especially a big deal in the Columbia Association community. This is a very vibrant tennis community and this facility was going to hold a place of prominence.” Rouhana says ATC is a preferred contractor for the Columbia Association

and has constructed and lined tennis courts for them before – but ATC had never constructed indoor courts in this specific area. In 2016 ATC was hired as a subcontractor to Lewis Contractors, Baltimore, to construct the tennis courts. The job called for six tennis courts to be built from the ground up, indoors. Within the building there was to be a concrete surrounding three courts, a pavilion in the middle, and three more courts on the other side again surrounded by concrete. Rouhana says that prior to starting the job ATC met with the general contractor to plan out how the job would progress. “Once we got the contract we started collaborating with the GC and with the Club,” Rouhana says. “It was a good partnership throughout the project.”

Rebranding for the Future Nicole Colban, marketing manager, says ATC had been American Tennis Courts since 1960. “That name served us well but unfortunately it pigeonholed us,” she says.

Rouhana says the company, which used to pave parking lots but stopped, brought parking lot paving back eight years ago. “But the logo and the website didn‘t reflect that, or the fact that we build and repair running tracks,” he says. The old logo incorporated a tennis court which has been removed. “The old logo was not very memorable and it was a little outdated,” Colban says. “It didn’t reflect who we are now. We wanted something that encompassed our more than 70 years of experience in the industry and we wanted to reflect our innovative nature and responsiveness. The new look is sleeker, and it pops a little more. “For the future we needed to rebrand, so now our customers know there’s a lot more we do,” Colban says. “We wanted to modernize our look and feel to reflect how innovative we are and that we are meeting customer’s needs; that we provide turnkey solutions,” Colban says.

August/September 2019 • PAVEMENT • www.ForConstructionPros.com/Pavement

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Once the rain stopped and the ground dried out, the GC roughly graded the area where ATC would construct the tennis courts, then put up the preengineered steel frame structure and the roof, leaving a large opening in one wall. ATC made sure the opening in the wall was large enough for them to drive their equipment – trucks, pavers and rollers – through.

In addition to rebranding with a name change and new logo, ATC upgraded its website and social media accounts. “The website is the face of the company, and it’s the first face people see, so we wanted to make sure our website reflected who we are,” Colban says. The site now lists all the services the company offers, provides photos of the various jobs ATC has completed, and includes a blog. “We added the blog just to touch base and connect more with our audience,” Colban says, adding that the company’s first blog post is the ATC story. “We plan on including features on people in the industry and people in our company and reasons our customers should maintain their sports surfaces and pavement.” “Our customers have a vision of what they want their courts, tracks, and parking lots to look like,” Rouhana says. “They want a company that is going to help them achieve that vision, and the changes and improvements we’ve made let them know we’re that company.”

Unlike outdoor courts which require a 1% pitch so water runs off, indoor courts must be completely flat. The courts were paved in two lifts: a 2½-in. base course (½-in. mix) compacted to 2 in., followed by a finer graded 2-in. surface course (1/3-in. mix) compacted to 1½ in.

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Pre-job Planning and Logistics While ATC was involved in the planning and discussions for the Long Reach Tennis Club from the start, the contractor had no role in construction until it was time to build the courts. “Like everything you plan, things change,” he says. “It rained for two weeks straight and then we had to wait for everything to dry out, so we got a later than expected start.” Once the rain stopped and the ground dried out, the GC roughly graded the area where ATC would construct the tennis courts, then put up the preengineered steel frame structure and the roof, leaving a large opening in one wall. ATC made sure the opening in the wall was large enough for them to drive their equipment – trucks, pavers and rollers – through. Rouhana says ATC held a preconstruction meeting each day to highlight challenges, goals for the day,

It took ATC a week to fine grade the tennis court area, “to get the stone just right,” which was longer than normal because of the logistics of working in such a tight space. “We had to get it perfectly level to leave it 3 ½ in. below the concrete so we would have a smooth transition once we got the asphalt down and compacted,” says Nick Rouhana.

things to be cautious about, and to review how the job went the day before. He says the daily on-site meetings were essential because the number of trucks expected each day varied, they often arrived at the same time, and they could only be staged on the one access road to the site. Once they got on site ATC determined they needed more stone, so they added 8 in. of CR6 stone across the entire six-court area. “Figuring out the trucking and maneuvering the trucks inside the building took a year off my life,” Rouhana says. “We had to make sure the opening in the wall was big enough for large trucks to drive through and dump the stone right where we needed it. “We had 20-ton trucks coming into the building and the drivers had difficulty seeing everything around them because we were inside, and everything was so tight. So we assigned a person to each truck and we told the driver just to watch that guy and do whatever

›››

The number of trucks delivering aggregate or hot mix varied from day to day, so daily on-site meetings were essential. Because there was only one access road to the site and little available surrounding area trucks were staged on the access road until they were needed.

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he says. We told the driver don’t pay attention to anything else and don’t pay attention to anyone else.” He says it took ATC a week to fine grade the tennis court area, “to get the stone just right,” which was longer than normal because of the logistics of working inside a building in such a tight space. “We had to get it perfectly level to leave it 3½ in. below the concrete so we would have a smooth transition once we got the asphalt down and compacted,” he says.

›››››

Paving

Extra Handwork Needed

ATC held a pre-construction meeting each day to highlight challenges, goals for the day, things to be cautious about, and to review how the job went the day before.

Getting a Flat Surface “Once we got the stone perfectly level we started paving – and that’s where it got a bit tricky.” Rouhana says that unlike outdoor courts which require a 1% pitch so water runs off, indoor courts must be completely flat. “You have to be precise and completely accurate and completely flat on an indoor court.” The courts were paved in two lifts: a 2½-in. base course (½-in. mix) compacted to 2 in., followed by a finer graded 2-in. surface course (1/3-in. mix) compacted to 1½ in. “You have a little more leeway with the base course, but the surface course has to be dead on,” Rouhana says.

Once they installed the asphalt base they waited until the other contractors on site were done with their work inside the building before paving the surface course. “We didn’t want to risk damaging the surface asphalt with other contractors driving their equipment over it,.” he says. Rouhana credits his paver operator and the superintendents with making sure the final surface was flat. He says that in addition to relying on the laser grader on the paver, they used a 10-ft. straight-edge to make sure the mat was flat. They used the straight-edge to check the mat immediately behind the paver and after the first pass of the roller. They then adjusted compaction as needed to assure a flat surface. “The biggest hiccup is the joints after each pass because that’s where the problems can come in. In theory the laser does it by itself because it’s programmed to lay it down flat. But it might take 30 ft. before it picks up a change. So it’s the combination of our paver and superintendents’ expertise, the laser grade and the straight-edge that makes it work.” Rouhana says it took crews two days to install the base, one day on the three courts on each side. They followed the same procedure with the surface course for four days of paving overall. ATC was working in and around permanent structures – I-beams, walls, and concrete platforms – there was more handwork than on most jobs.

Rouhana says that because ATC was working in and around permanent structures – I-beams, walls, and concrete platforms – there was more handwork than on most jobs. “Because of our planning each day we knew a day in advance when there would be a lot of handwork and we knew it would take us more time,” Rouhana says. “So we just scheduled it in and we told our crew to take their time, be cautious, if you have any questions, ask. The superintendents were right there keeping their eyes open and waiting to help out.”

Nick Rouhana says one challenge ATC faced was working around and among other contractors who were installing HVAC, electrical and plumbing at various times on the site. “But we just communicated with them and figured out a way to solve the issue. We never really had a problem,” he says.

Compaction was also a challenge because some areas couldn’t be compacted with a roller. “But we did our best on those hard-to-reach border areas,” he says. “We got the compaction we needed.” Once both lifts were paved, ATC moved all heavy equipment outside and the GC closed up the wall

Applying the Color Coating Once paving was complete, ATC waited an additional 14 days for the asphalt to cure prior to applying the rubberized color coating. Prior to coating, ATC

August/September 2019 • PAVEMENT • www.ForConstructionPros.com/Pavement

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Paving

Once they installed the asphalt base they waited until the other contractors on site were done with their work inside the building before paving the surface course.

›››

conducted a visual inspection of the surface to make sure it was ready. They then hand-scraped the pavement, used a high-powered blower to remove any loose debris and scrapings, and primed it with an acrylic resurfacer. That process took two days. Once the primer was dry ATC crews applied DecoTurf, a system containing rubber to provide cushion on hard courts. The same material used on the U.S. Open courts in Flushing Meadows, NY, DecoTurf is supplied in 55-gal. drums and is mixed by hand on site. One person spreads the material and he is followed by another worker with the squeegee. “It’s easy to tell an experienced squeegee guy from a non-experienced guy, and you really need experience when coating tennis courts,” he says. “The more experience, the fewer squeegee marks.” He adds that while squeegee marks are unavoidable, the fewer marks the better. “It’s part of the process. It’s more important to spread the material uniformly. The marks don’t affect the play and they fade in time.” ATC applied one coat a day for five days. “That’s the cushion that builds

up,” Rouhana says. That was followed by three coats of color coating (U.S. Blue for the playing area and U.S. Green for the border area), also applied by hand, one coat per day. He says that because the work was indoors and didn’t have the sun to help dry it, they waited a day between applications. So the process took 12 working days spread over three weeks. ATC waited one day after the final color coat and then began applying court lines. Lines took two days to apply, though Rouhana says ATC can stripe the same number of lines in one day. “It was basically standard tennis court striping, but we just took our time with it,” Rouhana says. “If anything goes wrong with the white lines that’s not an easy fix. We’d have to coat the entire surface again and probably use two more coats if it’s a spill. Luckily that’s never happened to us, but we take special care to make sure it doesn’t.” Lines, posts and nets were all completed in early March, and the Club was ready for its April 20 grand opening. Last August the United States Tennis Association (USTA) named

Columbia Association’s Long Reach Tennis Club one of 24 winners in the 37th annual USTA Facility Awards program, which recognizes excellence in the construction and/or renovation of tennis facilities throughout the country. Rouhana says paving the tennis courts indoors was different and challenging compared to paving a parking lot. “It’s a credit to our guys and their experience,” he says. “That’s what enabled us to get it done.” Squeegee marks are unavoidable, but they fade in time and don’t affect play. It’s more important to spread the material uniformly.

Once paving was complete, ATC waited an additional 14 days for the asphalt to cure prior to applying the rubberized color coating. Prior to coating, ATC conducted a visual inspection of the surface to make sure it was ready. They then hand-scraped the pavement, used a high-powered blower to remove any loose debris and scrapings, and primed it with an acrylic resurfacer.

22 August/September 2019 • PAVEMENT • www.ForConstructionPros.com/Pavement

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www.ForConstructionPros.com/Pavement • PAVEMENT • August/September 2019 29

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Pavement Profit Center

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August/September 2019 • PAVEMENT • www.ForConstructionPros.com/Pavement

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STRIPE WHAT YOU CAN’T SEE with the new single-operator LifeMark®-75 Automated Layout System from

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• Magnesium alloy blcx:les won'I wear, tear or bend like other lutes. • Anodized 1-318' diameter handle makes for a cleaner, easier grip. • Magnesium alloy blades come in two types (serrated or plain) and In four lengths- 24', 30". 36' and 42'.

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www.ForConstructionPros.com/Pavement • PAVEMENT • August/September 2019

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Pavement Profit Center

EQUIPMENT FOR SALE

2007 GMC T8500 Paint truck built by M-B Co Inc., Model 1154-5 190,027 miles on a 7.8 6HK1, Allison 3000 series Transmission

2008 GMC T8500 Paint truck built by Mark Rite Lines #08117 158,901 miles

Specs on build: • 800 gallon air atomized paint truck • 2 of 400 gal paint tanks • 6000# bead tank • 60 gal cleaner tank • 250 cfm Ingersol Rand compressor (P250WJDU) with John Deere 4045D with 4330 hours • MP3001 Skipline controls • GL3000P laser • David Clark U3800 Head set station • 5” color rearview system • T8 Wilden paint pumps • Basco Heat exchangers heated by engine coolant • Kamber 38-20 paint guns: 1 W and 2 Yellow on CL, 1 W on EL • Kamber 90Ho bead guns 3 total (2 CL, 1 EL)

Info: • Wheelbase 188 • 330 gallon paint tanks • Dual bed tanks • Closed loop heating system for paint • Double drop bead guns (MRL High flow) • Kamber 38-20 paint guns • Wilden P4 paint pumps • Skip line controls • David Clark intercom system • Red lion counters and computer tracking for paint usage

Owned since new, well maintained and ready to stripe. Newer front brakes, heat exchanger rebuild, guns rebuilt, and radiator. All service/repair documents available.

Recent done: Turbo, exhaust manifolds, egr coolers, guns rebuilt, rear drums and pads both axles, new EMG2000 light bar, Front axle bearings, seals and brakes, rear engine seal done by GMC. Well Maintained and ready to stripe.

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• Wanco arrow board WB8 • Camera system • Antunes temperature controllers • Newer Boss 225 CFM compressor driven by a John Deere Diesel engine (1009 hours) • 2 paint and bead gun set up on EL side. 3 paint and bead gun set up on CL side

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August/September 2019 • PAVEMENT • www.ForConstructionPros.com/Pavement

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TIME TO THINK ABOUT

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www.ForConstructionPros.com/Pavement • PAVEMENT • August/September 2019

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Contractors ’ Choice: Spray Pavers

Jessica Lombardo, Contributing Editor

Wh fun new the the imp

How Spray Pavers Help Improve Pavement Performance

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Increased pavement bonding, enhanced aesthetics and a streamlined operation can all be achieved with this versatile machine THE ASPHALT INDUSTRY is continually looking for ways to improve the performance of the pavement they put down. The process of spray paving initially emerged in the marketplace to help improve bonding between the existing pavement and an ultra-thin lift of asphalt. This is important because a poor bond between layers can lead to premature pavement failure. “Subpar tack, whether through improper application or damage after application, can cause issues with the

lift bonding to the underlying surface causing potholes, delamintation and cracking,” Eric Baker, vice president of sales and marketing at Roadtec says. “This is especially problematic with thin lifts where a proper bond is more critical.” While these machines were initially designed for ultra-thin bonding courses, their use is increasing and state DOT’s are starting to notice how they can improve pavement performance. Spray paver manufacturers weigh in on the growing importance of this application method.

Create a Better Bond When sprayed onto pavement, tack coats functions as a “glue” to hold existing and new pavement layers together. This enhances the bonding of individual

pavement layers so they function as a single, unified pavement for improved strength and durability. “A flexible pavement is essentially a laminate of multiple layers of asphalt. Tack bonds each layer together creating a uniform laminate with better load bearing and stiffness qualities than a single layer of equal thickness could provide,” Jon Anderson, global sales consultant at Caterpillar, Inc. says. “When there are areas with insufficient or no tack, those non-uniform areas can allow layers to slip, resulting in an area of lowered stiffness that can lead to premature pavement failure.” However, there are some issues with the traditional application of tack coats, one area where tack seems to particularly suffer is in the path of the support vehicles and traffic on the jobsite.

34 August/September 2019 • PAVEMENT • www.ForConstructionPros.com/Pavement

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T a s •

•

When sprayed onto pavement, tack coats functions as a “glue” to hold existing and new pavement layers together. This enhances the bonding of individual pavement layers so they function as a single, unified pavement for improved strength and durability.

“When you spray tack, you need to allow a time for it to break which could be between an hour and a day depending on what part of the world you’re in,” Jim Holland, vice president of sales, Vogele, at Wirtgen America says. “During that break time and during paving, you have trucks driving on it and people walking on the job site, picking up some of that tack which can potentially cause bonding issues.” A spray paver eliminates all that as you’re essentially combining the function of a paver and a tack truck into one by adding tack spraying equipment to the paver tractor. In most cases, an emulsion tank is placed on the paver and the spray bar is located about one foot in front of the head of HMA material in front of the paver screed. Because of the spray bar location, there is no time for the emulsion to break before the new hot mix asphalt is deposited on top of it. Also due to the location of the spray bar, no vehicle

tires or paver wheels or tracks come in contact with the tack coat material and pick up the tack coat. “With spray paving, tack coat is applied to base immediately before the hot mix such that no trucks nor equipment contact that tack coat and damage it before the mix is applied,” Kyle Neisen, product manager, pavers & MTVs at Roadtec adds. “On many traditional jobsites it’s easy to see where the trucks and other equipment have eroded the tack before hot mix is applied. This damage is concentrated in the wheel tracks where it could have been the most valuable to helping extend the

nt an ea re-

h ts,

Spray Paver Benefits The benefits of using a spray paver for conventional HMA placements are many, and they all revolve around the bond coat as applied thoroughly by the built-in spray systems. • With the spray paver, eliminating the bond coat distributor truck ahead of paving train means less congestion in the work zone, providing a safer environment • Placement of bond or tack coat by spray paver generally is more thorough than done with independent distributor truck, at higher rates of application • With the spray paver, the warm, fresh emulsion is directly overlaid with asphalt as soon as it’s sprayed. Like the ultrathin bonded overlays (UBTOs), this hot-on-hot paving results in a superior bond of the conventional asphalt overlay to the substrate • This saves a great deal of time, as there is no longer any need to hold off paving until the emulsion “breaks” (loses its water content, leaving residual asphalt behind). This water from the emulsion is wicked up into the asphalt overlay and dissipates • Placement of bond coat simultaneous with overlay means there is no way the asphalt can be picked up by haul truck or automobile tires, where it can be tracked onto adjacent roadways, curbs, parking lots or retail stores

longevity of pavement.” While tracking of the tack coat decreases the bond strength, too much tack can also lead to many issues throughout the life of the pavement. “Typically there is too little tack when it’s picked up by support vehicles, but there is also an issue where there is too much tack,” Holland adds. “When you have too much tack, the layer may not set up and that can potentially lead to asphalt layer movement. This can lead to asphalt shoving, particularly in wheel paths.”

Increase Efficiency Since a spray paver combines two pieces of equipment into one to accomplish the same job, that decreases the amount of tack being tracked on the new pavement. This can improve public perception and also streamline operations. “With a Spray Paver there is virtually no tack outside of where it is supposed to be,” Neisen says. “Trucks and other equipment don’t drag it onto the adjacent roadways and in residential and commercial areas, neighbors and customers are not pulling tack onto the concrete driveways.”

www.ForConstructionPros.com/Pavement • PAVEMENT • August/September 2019 35

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Contractors ’ Choice: Spray Pavers

A Contractor’s Perspective By Tom Kuennen With their superior means of placing the bond or tack coat – complete, a full-lane wide – little wonder state DOTs are looking at spray pavers to place conventional hot mix asphalt lifts. “In the three states in which we do business, it’s a requirement for some jobs that a spray paver be used to apply the bond coat emulsion and the mix, whether for an ultrathin bonded overlay, or a conventional Superpave mix,” said Andy Ernst, vice president for construction operations, Pace Construction, St. Louis. “A competitor could not have bid on this portion of the job with only conventional paver and tack distributor truck, unless he chose to place a chip seal with asphalt overlay, which we chose not to bid.” Spray paver-placed conventional overlays are specified at the discretion of the DOTs, according to the job at hand. “I don’t ever see distributor tack and paving going away,” Ernst said. “Instead, spray paving for conventional HMA is just one more tool in the owner’s toolbox they can use for superior pavements. It does a very good job and I see a need for both types of applications.” For this work Pace uses its new Vögele Super 1800i-3i SJ SprayJet spray paver, for both UTBOs and conventional hot mix overlays. As an alternative to spray paving, the Vögele Super 1800i SJ also can be easily adapted to conventional HMA paving following removal of the emulsion spray module. While it typically uses its Super 1800-2i SJ to place UTBOs, in late summer 2018, Pace Construction of St. Louis, was using its paver to swiftly place a 2 in. deep conventional Superpave HMA lift, compacted to 1 3/4-in., on dual-lane U.S. 60 near Mansfield in southwest Missouri. Two breakdown rollers and a finish roller were being used, with a target density of 94 percent. For U.S. 60, Missouri DOT provided an option for standard paving with the spray paver. That’s because owning agencies like elimination of the tack coat distributor truck for conventional paving, as is possible when HMA is placed with a spray paver. The spray paver option is clean, without haul trucks driving through the emulsion, tracking it all over temporary striping, all over the pavement and all over the lift that was placed the day before. The spray paving eliminates all that as the tack coat is placed by the paver immediately ahead of the lift of asphalt. Nonetheless, Ernst sees more of spray paver-applied conventional HMA pavements in the future. “Last year we placed two of these applications in Indiana,” he said. “They’ve been doing UBTOs, but 2018 was the first time they placed conventional HMA with a spray paver.” “I’ve been with the spray paver for all summer, and this is the first full-depth conventional HMA job we’ve done,” said Bob Needels, project manager for Pace. “The others all have been 5/8-in. UTBOs. U.S. 60 is the first Superpave I’ve ever seen it lay, and we’re getting really good results out of it. It’s a very clean process, with no tracked tack. We’re getting a good reaction out of the truck drivers, who don’t like tack slung all over their trucks any more than we do on our equipment. Using the Super 1800-2i SJ benefits everybody.” Pace’s Needels said it’s actually better not having the distributor truck in the paving train at all. “It’s safer because it rules out delivery trucks sliding on the slick tack off into the ditch,” he said. “And if a car happens to get into the closed lane, and they slam on their brakes, there is no tack to slide them out of control.” Pace acquired the SprayJet paver in 2015. It succeeded Pace’s classic Vögele SF 1800 spray paver, purchased new in 2007 and used through 2014. “This is our third season with this paver,” Ernst said. “The bottom line is that the emulsion the spray paver puts down creates a very, very strong bond with the Superpave mix, or combined with the 5/8-in.-deep thin overlay with its 3/8-in. durable aggregates, makes for a very good wearing surface for higher traffic volumes in lieu of a chip seal.” Tom Kuennen is principal of Expresswaysonline.com and can be reached at expwys@expresswaysonline.com

Some manufacturers have the oil tank onboard and some have designed a module that can be placed on a paver as a module attachment. Both the paver and the modules feature an on-board product storage tank that can help contractors eliminate the need to have a tack truck on site throughout the entire day. “This way the truck can fill the paver in the morning and then head to the next job without leaving it in an already congested area,” Neisen adds. “Because you don’t have the tack truck in the

process, you can greatly reduce the length of lane closures.” There is also the cost savings to consider by reducing the need for a tack truck. “The cost of a spray paver is similar to the cost of a conventional paver plus a tack truck,” Baker says. “There is cost savings when you consider the fact that both the tack spraying and paving process can be done with one crew eliminating some labor costs.” The technology on the modules can also help improve tack performance. “The auxiliary tank is ideal for high

production jobs where an insert is used to hold over 1300-gal of emulsion in addition to what is in the module,” Holland says. “Because the material is very temperature specific, we heat and circulate the emulsion inside the system to maintain material integrity. As the level drops, the sensors can turn the heat off to prevent coking and burning of this perishable product.” However, there is a complexity to the operation of these machines so training and maintenance are always considerations before using.

August/September 2019 • PAVEMENT • www.ForConstructionPros.com/Pavement

PVM0819_34-39_ContChoice_AH.indd 36

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Contractors ’ Choice: Spray Pavers

Left: A spray paver essentially combines the function of a paver and a tack truck into one by adding tack spraying equipment to the paver tractor. In most cases, an emulsion tank is placed on the paver and the spray bar is located about one foot in front of the head of HMA material in front of the paver screed. Right: Subpar tack, whether through improper application or damage after application, can cause issues with the lift bonding to the underlying surface causing potholes, delamintation and cracking. This is especially problematic with thin lifts where a proper bond is more critical.

“Spray pavers essentially combine two complex processes into one even more complex process,” Anderson cautions. “In many cases, they do not eliminate the tack truck completely as it is still required for refills and in some cases to maintain tack temperatures. Spray pavers can increase process complexity and increase maintenance/cleaning.”

When to Buy Despite the complexity and with state DOTs starting to spec these machines for some projects, contractors should start considering becoming familiar with these machines. “When considering a spray paver it is important for contractors to consider the size of jobs they hope to be working with this machinery and to make sure they choose a machine that has the capacity to meet that need,” Neisen says. “Many contractors start by subbing out new jobs to learn more about spray paving. They decide it is time to buy their own machine when they are confident the state or local agencies are going to regularly release enough work to keep that machine busy with spray paver specific jobs.” To help increase the use of these machines, many manufacturers are

designing the machines to be even more versatile the module attachment allows the machine to be used as a spray paver or in traditional paving. “As the number of users of this equipment increases, we are evolving the module to match,” Holland says. “These machines are now easier to set up, easier to clean, easier to calibrate and easier to switch between traditional and spray paving.” Holland says he’s also seen these machines expanded to jobs where 2-1/2in. to 3-in. lifts are being paved proving the use of this equipment is only going to continue to grow. “DOTs are starting to let enough work where the contractor can start to justify owning this piece of equipment,” Holland concludes. “Especially when they are getting better results.” “With spray paving, tack coat is applied to base immediately before the hot mix such that no trucks nor equipment contact that tack coat and damage it before the mix is applied,” Kyle Neisen, product manager, pavers & MTVs at Roadtec adds. “On many traditional jobsites it’s easy to see where the trucks and other equipment have eroded the tack before hot mix is applied. This damage is concentrated in the wheel tracks where it could have been the most valuable to helping extend the longevity of pavement.”

An E

August/September 2019 • PAVEMENT • www.ForConstructionPros.com/Pavement

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August/September 2019 • PAVEMENT • www.ForConstructionPros.com/Pavement

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Classifieds

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www.ForConstructionPros.com/Pavement • PAVEMENT • August/September 2019

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Classifieds

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August/September 2019 • PAVEMENT • www.ForConstructionPros.com/Pavement

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Classifieds

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• Displays active depth from zero point • English and metric units • Eliminates damage from dropped drums

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smithmfg.com www.ForConstructionPros.com/Pavement • PAVEMENT • August/September 2019

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Classifieds

Call us for any Used Striping Equipment needs:

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1995 Mack MRL Epoxy Striper Ready to Stripe

1990 Mitsubishi MB Paint Truck

Excellent Condition, only 21,300 miles.

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2005 Autocar WX 3-4000 Thermo Striper Diesel-fired. Ready to Stripe.

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1999 GMC MRL 2-4000 LB Thermo Longliner Only 60,000 miles and in great condition.

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2004 Volvo Line Tech Design Paint Truck 2-200 gallon tanks. Only 9,700 miles and 1,500 hours. Like New!

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2012 Isuzu NQR with MB Paint Striper Excellent Condition.

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Mini Mac 1500 w/Trailer, Excellent Condition

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2012 International 4300 with Scorpion Attenuator and new Wanco Arrow Board DT466 Diesel, Auto, under CDL.

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2003 Sterling Condor MB Large Capacity Airless Paint Truck Excellent Condition

$89,750

2005 Mack EZLiner Airless Paint Truck 73,000 miles, Excellent Condition.

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Caterpillar C11 ACERT, engine brake, Allison A/T, dbl differential lock, dual steering, Hendrickson Haulmaxx suspension, 20,000 lb front, 46,000 lb rears, 222 inch wheelbase, 24 ft flatbed, Caterpillar C9 ACERT, 275 hp, Husky 55K PSI pump, 93,000 miles. Very Nice Condition.

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August/September 2019 • PAVEMENT • www.ForConstructionPros.com/Pavement

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www.ForConstructionPros.com/Pavement • PAVEMENT • August/September 2019

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On the Job Farzad Tooryani

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CRACKSEALING after Milling Protects Overlays

Techniques to help prevent cracks in milled pavement from affecting new surface layers IN ADDITION TO relying on cracksealing to protect any asphalt surface, cracksealing can be used if random cracks are revealed once the top surface is milled in preparation for an asphalt overlay. Sealing these cracks is easy and a crucial task at the same time. It

can help prevent cracks in the milled surface from reflecting into the new wearing course. Once the milling work is complete, it is critical that the site supervisor locate the existing cracks and determine if they need to be sealed prior to the overlay. Once it's determined which cracks need to be sealed, it's important to route the cracks to create a reservoir before applying cracksealing material. A good rule of thumb is the reservoir should be roughly 1/2-in. wide and 3/4 in. deep.

The router operator guides the router pointer on the cracks and follows them backwards. Carbide cutters with fast rotation on both drum and dowel pins enable the operator to maneuver the router to follow the cracks. Some routers enable the operator to change the routing depth from the handle while on the move. Where the crack width is less than 1/2 in., the user can rout the crack to a depth of 1/2 in. But if the width is greater than 1/2 in. the user should set the router to 3/4 in.

August/September 2019 â&#x20AC;˘ PAVEMENT â&#x20AC;˘ www.ForConstructionPros.com/Pavement

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A key task after routing is to ensure that the area is thoroughly clean of any debris as leaving any loose material or dust in place can result in a failure of the whole process. Using blower along with compressed air to clear out the debris is a useful technique, while a hot air lance can also play a key role on sites where surface humidity levels are expected. Any moisture left on the sides of the crack can result in early failures. The user has to select a rubberized hot-applied sealant according to the weather condition. This sealant can then be gravity fed using cones into the crack area – a simple, fast, low-cost, and easy method to carry out. Indirect heating of the sealant in an oil-jacketed kettle before application is important so as not to damage the material characteristics. Applying the sealant approximately 1/10 in. lower than the milled surface will prevent the raise of material or any stress with new overlay. If feasible, it is recommended to wait for a several days or a week to pave the new layer once the sealant has been applied. This will allow the material settle properly.

It's essential to thoroughly clean routed cracks of any debris as leaving any loose material or dust in place can result in a failure of the whole process.

Applying the sealant approximately 1/10 in. lower than the milled surface will prevent the raise of material or any stress with new overlay.

Farzad Tooryani is director at Marathon Sealing FZE, the Middle East representative of Marathon Equipment Inc. (www. marathonsealing.com)

Material can be gravity fed using cones into the crack area – a simple, fast, low-cost, and easy method to carry out.

Select a rubberized, hot-applied sealant according to the weather conditions of the job.

Routing cracks prior to sealing creates a reservoir the improves adhesion of cracksealing material.

if possible, wait several days to a week to pave the new overlay once the sealant has been applied. This will allow the material settle properly.

Proper sealing of cracks in a milled surface will help prevent the cracks from reflecting up through the new overlay.

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From the Owner’s Desk

Nick Howell

What’s Your “Free Work” Costing You? WHO DOESN’T LOVE something for free? We all do. I always get a kick out of watching diehard NBA fans line up extra early for a game just to be able to snag one of the free game-night entry trinkets. Well, in our industry, as the striping legend Mick Vinckier once said, “Nothing is free.” This topic comes up all the time when contractors will offer free asphalt services to organizations, usually churches. Some say it's a “must,” while other contractors take the stance that nothing is free. (This often becomes a heated topic on social media.) The hard part about this is that, personally, I’m all about giving back – to a church, to the community or to another organization. It’s just good PR, among other things. But does it make good business sense? That's the million-dollar question and the question that gets people fired up on social media. I’m of the opinion that it makes better business sense to offer a discount on your profit or do the work for no profit, but still charge enough to cover your costs. (Send those tweets, Facebook posts and emails my way!) We often will provide discounts for such properties or organizations and have even traded with them depending on their business or service. But nothing is free. We are in this business to make money, not to lose money, and that’s important to remember no matter what the situation or who the job is for. There may be circumstances in which you can count such deals as “charitable contributions,” but even still, donate your profit or portions of your profit but don't go below your cost.

Satyrenko/iStock/Getty Images Plus

What about if your company is approached for a donation? This may come from the very same groups discussed, but in this scenario, they are approaching you. Like most businesses, we often are asked if we will donate to an apartment community’s resident parties, church groups, or non-profits. In those cases, it's not likely anyone is going to want discounted asphalt, so what can you offer? We have a decent swag line that's mostly used for trade shows; however, these same items make great gifts. Hats, shirts, gloves – people just love the swag! Another idea to consider when you’re asked for donations are things that you may already have for your employees. We have season tickets to our Salt Lake Bees, the Triple A affiliate of the Los Angeles Angels, and those tickets have been a great donation when organizations come knocking. Additionally, we always have a stack of car wash coupons for our guys (and the occasional client), so donating a few washes is another one of our non-asphalt donation items. The bottom line, whether you are approached or are working to get an

asphalt job, is that your asphalt services don’t have to be – and shouldn’t be – up for barter below cost. Cover your costs at all times! But that being said (and this is the discussion that spurs social media arguments), don't be afraid to win the public relations game either. We’ve decided we’re going to approach this by thinking outside the box, looking for opportunities or ways that a donation can be of benefit to both sides. Rarely (if ever) does that mean we’re giving away our work.

Nick Howell, president of T & N Asphalt Services, Salt Lake City, UT, has been a regular presenter at National Pavement Expo since 2008 and a member of the Pavement Advisory Board since 2007. Let him know your thoughts on “From the Owner’s Desk,” and if you have a question or topic you’d like covered – let him know that too! You can reach Nick at nick@tnasphaltservices. com.

August/September 2019 • PAVEMENT • www.ForConstructionPros.com/Pavement

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Your Business Matters

Brent Meyers

Do You Need a New Payment Strategy? IT’S IMPORTANT FOR construction companies to implement a payement strategy because the industry’s payment challenges are bigger – and so is the opportunity. Payments are at the center of two critical areas of the construction business: vendor relationships and job progress. So getting strategic about how you pay can make a big impact. What exactly is a payments strategy? In the check-centered world of the past, it meant managing float, capturing early-pay discounts, and/or shifting some payments to credit card in order to get rebates. Today it means using intelligent payments automation to get the most leverage from every payment you make.

and ACH solutions can actually add more work flows and complexity to the process. That’s one reason construction companies are still mostly check-based. They’re already managing lien releases, progress payments and job-cost accounting on top of the usual accounts payable process. Adding more work flows for electronic payments is the last thing they need.

Beyond Replacing Checks

Vendor Enablement Challenge

It starts with eliminating paper checks – but it doesn’t end there. You have to think strategically about how you’re going to replace them. First, you want to encourage as many vendors as possible to take virtual card payments. Designed specifically for accounts payable, virtual cards offer the convenience and rebates of credit cards along with an extra level of security. You can sign up any vendors that won’t accept a credit card for ACH payments. After that, only holdouts that absolutely won’t take any form of electronic payment should get a paper check. Sounds easy? It’s not, for two reasons – workflow and vendor enablement.

The other factor that’s kept businesses from going electronic is the task of vendor enablement. All you need to pay any vendor by check is their name and address. But electronic payments require you to know who will accept a card or ACH – and getting that information is a lot of work. Besides that, in order to pay vendors who agree to accept ACH, you need to collect, securely store and maintain their banking information. Most accounts payable departments don’t have the resources to add comprehensive, ongoing vendor enablement and data security to their workload.

Changes Can Mean Extra Work

Here’s the good news: just as they did with consumer payments, technology companies have stepped up to go beyond moving money electronically. Automated payment solutions enable you to make every type of payment from a single interface. There’s just one workflow – deciding which invoices to pay and clicking the “pay” button. You don’t even have to know how a

For years, businesses have tried to eliminate paper checks, with only moderate success. Simply adding a card product or bank-provided ACH hasn’t worked because those solutions only move money electronically. They don’t help reduce the necessary front-end work to get to the point of payment. Ironically, introducing payment types like card

Not Just for Consumers

vendor wants to get paid. Solution providers now use cloud-based networks to handle vendor enablement and information management at scale – and a lot of your vendors are probably already part of their networks. Plus, the cloud lets providers integrate their solutions into your Enterprise Resource Planning (ERP) or accounting system with just a few hours of IT time. These new "FinTech" systems can help most businesses reach 80% or more electronic payments. It’s a project that pays for itself quickly and frees up accounts payable time for other initiatives. Early electronic-payment adopters in construction have found that being able to pay vendors on time consistently with full remittance data helps them attract top subcontractors to bid on their jobs. They can also enable field supervisors to approve payments in the cloud while on their jobsites. Even if you're still heavy into checks, you’re not a long way from being able to capitalize on new technology solutions. So it’s time to start thinking strategically about payments. Think about payments as an area where you can leverage technology to increase value and get out on the leading edge of back-office innovation. Brent Meyers, vice president of national sales for Nvoicepay (www.nvoicepay.com), is an accredited Payables Solutions Consultant through The Accounts Payable Network and a Certified Purchasing Card Professional through the National Association of Purchasing Card Professionals.

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Technology Allan Heydorn, Editor

All-Electric Street Sweeper Cuts Emissions to

ZERO

Global Environmental’s M4 Supercharged Class 7 street sweeper can operate up to 11 hours on a single charge

GLOBAL ENVIRONMENTAL Products, San Bernardino, CA, has introduced the world’s first 100% rechargeable street sweeper, according to Walter Pusic, president. Pusic says the Global M4 Supercharged Class 7 Street Sweeper builds on the company’s line of hybrid sweepers, as the company continues its focus on “green” innovation. “We’re working to promote a clean, green environment and we do that by helping reduce greenhouse gases and reduce our products’ carbon footprint,” Pusic says. “That’s been driving us since the inception of the company. With the M4 Supercharged sweeper we’ve managed zero emissions -- what comes out of the pipe is a big zero.” Sebastian Mentelski, a partner in Global Environmental Products, says the Supercharged M4 is almost identical to the M4 diesel sweeper – minus the

conventional diesel engine and the emission systems. “No engine” means no engine maintenance required. The M4 Supercharged sweeper features an electric motor in lieu of hydrostatic drive system with infinite speed-control while sweeping at sweeping speeds up to 11 mph. It features a 5.6-cu.-yd. hopper with a hopper load leveling device and an in-cab “hopper full” indicator. It has highdump clearance up to 116 in. and rear-view camera with a 7-in. LCD monitor in the highvisibility pressurized cab. Mentelski says the sweeper travels at speeds up to 65 mph and has a battery operational range of up to 11 hours. Recharging simply requires plugging the battery in to a 240 V outlet and letting it sit. “The M4 electric sweeper requires a J1772 Level II charging system, which makes the sweeper available to any municipality,” Mentelski says. “For every hour you charge it you get an hour of operation up to about 11 hours, so nine hours charge time equals nine hours operating charge.”

Building on Global’s Hybrid Sweepers Pusic says the M4 electric sweeper builds on Global Environmental’s efforts that

started in 2011 to reduce emissions by manufacturing a hybrid street sweeper. In 2012 they built the first M4 Hybrid – and eventually sold 27 units to New York City. “Developing the hybrid sweepers was our way of learning to create an electric drive system and all electric powered sweeping motors,” Pusic says. Pusic says the idea behind development of a hybrid unit was to add a battery to the sweeper to reduce fuel consumption and reduce the sweeper’s carbon footprint. The M4 hybrid features an electric drive motor, a generator and a diesel engine. As the diesel engine operates it charges the battery via the generator. Pusic says the hybrid sweeper reduced overall fuel consumption by 50% compared to a diesel sweeper. “In the hybrid unit the

diesel engine charges the battery while driving and battery power is used to assist in driving the machine. It takes more energy to drive than to sweep -- when you’re sweeping, you’re essentially idling -- so the driving creates the energy which is then stored in the battery,” Pusic says. “The hybrid unit in 2012 was basically a stepping stone to the new all-electric sweeper that we just introduced.”

Data Collecting Precedes All-Electric Sweeper Mentelski says that to aid in development of an allelectric sweeper, Global Environmental used data collected from 27 hybrid sweepers working throughout New York City boroughs. He says the goal in collecting the data was to document the behavior of the sweeper

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Technology

operator so Global Environmental could develop a sweeper that suits those behaviors. “We asked the general question, what is the behavior of the operators? Once we learned it, we asked ourselves how do we design components to accommodate the sweeping process and the behavior of the sweeper operators,” he says. “Through the testing in New York City we learned that we were very successful with the hybrid sweeper. It did what we expected it to do, sweep streets with reduced emissions.”

Global Environmental Products' all-electric Supercharged M4 Class 7 street sweeper is almost identical to the M4 diesel sweeper – minus the conventional diesel engine and the emission systems.

Battery Technology Improves “The technology level has improved in many components, especially batteries,” Mentelski says, adding that the size and weight of batteries has come down while storage capacity has increased.

Today you’re looking at eight or nine years at a minimum with only a 15% loss of power at eight or nine years. That’s a tremendous improvement.” And battery size impacts weight, too. “Weight is an issue because batteries weigh

more than conventional engines, so size of the battery is important,” Mentelski says. “Being able to reduce the battery size means we can reduce the battery weight. And doing that while enabling the sweeper to extract more power out of the battery helps keep the weight of the machine down.”

Fuel Cells Power Sweeper for California Another of Global Environmental’s “Green” developments is a sweeper powered by hydrogen Fuel Cell, which generate

Elgin, RoadBotics Team to Offer Pavement Assessment Technology enables sweepers to collect data to aid Florida road improvement decisions ELGIN SWEEPER COMPANY and RoadBotics Inc. have partnered to offer Florida’s more than 400 municipalities the ability to collect road condition data during sweeping operations, exclusively using Elgin Sweeper street sweepers. The partnership between the sweeper manufacturer and the road assessment company is designed to help local government officials make

data-driven road improvement decisions.

Clean Streets, Improved Roads According to Mike Higgins, vice president and general manager at Elgin Sweeper, Elgin, IL, the partnership with RoadBotics will enable many of the company’s municipal customers across Florida to receive important data about the conditions of their roads as they sweep. “Our customers in Florida deploy Elgin Sweeper products year-round to keep their streets clean of debris and sand. These sweepers traverse every road of each municipality on a regular

basis. By applying RoadBotics’ technology, we turn each sweeper into a mobile data collection platform that generates a detailed pavement assessment for our customers’ entire road networks,” Higgins said. “Street sweepers have always been essential tools for improving water and air quality, and with the RoadBotics partnership, our sweepers will now also help Florida communities improve the streets themselves.”

Elgin Sweeper has partnered with RoadBotics, Inc., to offer Florida’s 400-plus municipalities the ability to collect road condition data during sweeping operations.

Mark DeSantis, RoadBotics’ CEO, described the partnership with Elgin Sweeper as a major step forward in public infrastructure management, adding that the technology is in use by more than 100 local governments.

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power differently from both conventional engines and battery-powered units. Pusic says that in 2017 the California Department of Transportation asked the company to consider developing such a unit, and in 2018 Global introduced their Global M4 ZE Hydrogen Fuel Cell Street Sweeper. The unit is a 33,000 GVW highway sweeper capable at traveling up to 65 mph. It is currently being operated by Caltrans and tests are being conducted by the University of California-Riverside.

Mentelski says that in the sweeper, the fuel cell and hydrogen tank take the place of a diesel engine. The hydrogen fuel cell system produces electricity from compressed hydrogen gas in a thermochemical process. That electricity is stored in a battery and used to power an electric system and motors that drive the vehicle and perform the sweeping operation. In addition to creating electrical energy, a by-product of the electrochemical reaction creates water, which Global

“Typically, a municipality needs to wait for our team of technicians to arrive in their community to complete data collection. Now, a municipality can become a subscriber of our technology and conduct a pavement assessment immediately using Elgin Sweeper’s fleet of street sweepers,” DeSantis said. “With this partnership, Elgin Sweeper’s products will keep streets clean while simultaneously providing city officials with critical data about the conditions of their roads and infrastructure. It’s a win-win.”

RoadBotics’ pavement assessment technology works by mounting a smartphone to the windshield of a street sweeper, turning the sweeper into a mobile data collection platform generating a detailed pavement assessment for a municipality’s entire road network.

Windshield-mounted App RoadBotics’ pavement assessment technology works by mounting a smartphone to the windshield of a vehicle – in this case, a street Images of the road surface are collected using RoadBotics’ proprietary RoadSense app, and the data is analyzed to identify road surface damage such as potholes and cracks.

sweeper. The smartphone collects images of the road surface using the company’s proprietary RoadSense app as the vehicle travels the roads. DeSantis said the data is then analyzed “using cutting-edge machine-learning technology,” which identifies pavement damage such

has diverted to the sweeper’s water tank system providing an additional 43-gal. of water per shift to use for dust suppression. “Using fuel cells, we can double the capacity of the battery which enables us to meet the GVA and travel speeds California wanted,” Mentelski says. “It’s a different approach than in New York City, but it’s different because of their travel needs. In New York City they don’t need as much battery capacity because their driving and sweeping on city streets, picking up

trash and other debris. In California they’re sweeping on highways and traveling at much higher speeds over longer distances. “ “This is all customerdriven so it’s hard to tell if this is where the market is going to go,” Pusic says. At this point he says there seems to be a bit of a market split with California more interested in the fuel cell sweeper and cities in the eastern U.S. more interested in battery-powered units. “This will all be driven by our customers and their needs.”

as potholes and cracks. The result is a detailed, meter-bymeter pavement assessment of the city’s entire road network. He says government public works officials can then use the data to prioritize pavement maintenance in their community. “Elgin Sweeper is committed to getting smart city technology, like RoadBotics, into the hands of our municipal customers in Florida – to help them achieve their mission to provide safe roads for their residents,” Higgins said. “We will be leveraging the knowledge and expertise of Environmental Products Group, our local

dealer, to execute this initiative. Roll-out to the broader United States is expected to follow initial deployment to Florida.” “With Elgin Sweeper’s products collecting data while sweeping, more municipalities will have a transparent view into the condition of their roads, and in the future, much more of their infrastructure,” DeSantis said. “Such transparency represents a revolution in the way we are able to provide safer roads and infrastructure for millions of people each day. It’s an ambitious goal, but Elgin Sweeper is the ideal partner to make it a reality.”

www.ForConstructionPros.com/Pavement • PAVEMENT • August/September 2019

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7/25/19 12:44 PM

NAPSA

Results? You Bet!

So, for months and maybe longer, information has been shared on the development of the Certified Sweeper Operator programs by the North American Power Sweeping Association. Would you like to know where this program stands? No, it hasn’t been all talk, it’s live and there are some real results! To date, NAPSA has developed and launched the Certified Sweeper Operator (CSO) program for Parking Lot as well as Construction processes. Both of these programs can be found at www.SweeperSchool.com. CSO Parking lot has 51 lesson modules in the coursework and was launched in February 2018. The CSO Construction program has 69 lesson modules and was launched just over four months ago. Both courses are a great baseline for education of sweeping truck operators and cover a broad range of topics in the modules. Students are required to pass all of the online lessons and tests as well as an oral exam and have at least 1,000 hours (about 6 months) of incident free sweeper driving. You may wonder how well they are running to date. The CSO programs currently have 349 users at various stages of working through lessons. CSO Parking lot has logged more than 115 graduates and in the past four months, CSO Construction has had 18 dedicated students pass all of the 69 modules and testing requirements. According to Pete Phillips of Clean Sweep in Chattanooga, Tennessee, “Our company has had all of our drivers complete the training as

WSA

Why Privatization Is a BMP by Ranger Kidwell-Ross

well as other staff who wanted to train. We have seen marked improvements in our processes, our drivers and just overall increase in morale from the Clean Sweep team. They appreciate the investment that Clean Sweep is making in them and the accomplishment makes them proud personally. It was an added benefit that we hadn’t expected. I highly recommend CSO parking lot or construction to anyone who has sweeper trucks.” One of the features that NAPSA is bringing to the CSO program is an owners Dashboard. This feature will allow owners to review the process of their students enrolled in the courses. NAPSA will continue to enhance and grow the trainings offered at SweeperSchool.com as the courses benefit the whole industry, NAPSA member and non-member alike.

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.

Power sweeping has been shown to be the most costeffective initial BMP for reducing pavement-based storm water runoff pollution from the nation’s waterways and also helps keep small particulate pollution from the air. For city managers, the questions should be three-fold: 1) how often should we sweep to maximize pollutant removal before moving to other methods; 2) what type of sweepers should be used in our differing geographical locations; and, 3) should we perform our own sweeping in-house or contract the service to a private sweeping contractor? In my 30+ years of writing about the power sweeping industry, all of the above have been the subject of articles and research. We now know that in all cases, requiring vehicle removal during sweeping is the way to achieve the best environmental and cosmetic benefits. An optimal sweeping frequency can be determined through testing the pollutants in your area’s street dirt, along with measuring the amount of material removed by sweepers during differing frequencies of sweep. We also know that regenerative air and vacuum sweepers will, in general usage, pick up more small "fines’"— where pollutants tend to congregate — than will sweepers offering only a mechanical broom pickup system. However, air-based sweepers can’t handle large objects like tire casings, mufflers and boxes, so they are not feasible for roadways where that type of material tends to collect.

Finally, on the topic of privatization vs. in-house: Contractors specializing in street sweeping, many of whom are members of the World Sweeping Association, will likely be able to provide professional input about sweeping frequency as well as the type of sweepers to use in different situations. Most will also have a diverse fleet of sweepers, which allows them to match the right type of sweeper to a city’s particular needs. Because sweepers are uniquely difficult to keep in good operating condition, specialized sweeping contractors also tend to be more able to maintain their sweepers so they operate at a level close to original specifications. Finally, whether you’re a contractor or work for a municipality, if you want to get a better handle on what your sweeping program currently costs you send an email to director@worldsweepingpros. org. We will provide you with a worksheet we developed to assist in determining your street sweeping cost per hour or per curb mile.

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.

54 August/September 2019 • PAVEMENT • www.ForConstructionPros.com/Pavement

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PCTC

Sales and Networking Opportunities Most pavement maintenance professionals’ pipelines are built through repeat customers — which is why contractors might not be surprised to learn that up to 65% of sales may come from existing clients. But how do professionals attract new prospects to make up the remaining revenue? Marketing beyond your base can feel daunting, but this doesn’t have to be the case. Many of the daily tasks contractors perform can be leveraged to extend visibility, creating sales and networking opportunities among prospective customers. MAKE ACTIONABLE CONVERSATIONS Many contractors already participate in their communities as parents, volunteers and more. Word-of-mouth is the bread and butter of most contractors’ businesses, so it comes naturally to share what you do with fellow community members. Adding just one additional question to these informal

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PROVIDE INFORMATIONAL RESOURCES Use visual infographics to explain why sealcoating is an important aspect of routine maintenance. The Pavement Coatings Technology Council (PCTC) provides educational resources that contractors can use to communicate value on the Be Informed. Seal Success page of our website. In addition to bringing your business card, don’t forget to grab these extra resources when attending meetings and events. Encourage prospects to take copies for easy access to information. SEEK REFERRALS AND ESTIMONIALS Benefit from relationships you’ve established

with current clients by asking them to refer you to others in need of sealcoating services. More often than not, your loyal customer base will be eager to share their positive experiences. Use that enthusiasm to your advantage by also encouraging testimonials from willing clients. A strong testimonial can make a big difference in persuading prospects that sealcoating treatments will enhance their pavement property. Finally, try to treat every interaction as an opportunity to gain a new customer. Simply demonstrating your natural passion for your work can effortlessly convince on-the-fence prospects to invest in sealcoating, ensuring your own business growth.

For more about PCTC visit www.pavementcouncil.org.

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www.ForConstructionPros.com/Pavement • PAVEMENT • August/September 2019

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7/25/19 12:47 PM

Allan Heydorn, Editor

Adding Paving Creates a Turnkey Operation Colorado’s Pyramid Construction is a direct result of “regrowth” and planning during the recession BY 2008, WHEN the recession hit, the 12-year-old Concrete Concepts Design, Colorado Springs, CO, had lost 90% of their sales; by 2009 they had cut from 45 employees to four. But by 2018 the contractor, now Pyramid Construction Inc., had added paving and pavement maintenance-related services, which accounted for twothirds of 2018 sales. Roads and new subdivisions accounted for 65% of their work, 20% is municipal, 15% is commercial, and they had grown to 132 employees in peak season. “We’re not a bottom-priced company. We’re selling a service more than we’re selling a product,” says Esad Sipilovic, co-owner with his brother Amin. “When our customers need something done, we do it and there’s no one else in our market who can do that.” That’s because they’ve become a turnkey operation that can handle most jobs from start to finish.

Starting with Concrete Their father, Esad Sipilovic, “got talked into doing some concrete work” in 1997 and soon was out of retirement and running a small concrete placement business. Esad II joined him in 2001 and Amin joined in 2002. “Our dad gave us the opportunity to learn the

concrete business and mentored us to be businessmen,” Amin says. The company grew quickly until 2008. “From August 2008 through December 2008 everything we had under contract just came to a standstill. We just stopped producing,” Amin says. “We managed to survive by staying as lean as possible. It was a struggle.” The company survived and went into “regrowth mode” in 2011. “We took advantage of the economy picking back up to regrow and expand the business,” Esad says. They had considered adding paving but hadn’t because they had a close working relationship with local paver Rocky Mountain Materials. But in 2016, Rocky Mountain sold to a national company, opening the door to being a turnkey operation. “We started doing work for our customers that consisted of dirt work, concrete and asphalt paving,” Esad says.”That gave us a niche that no one else here in Colorado Springs can provide.” Amin and Esad called their customers and some of Rocky Mountain’s customers, asking if they would consider hiring Pyramid Construction for their asphalt work, and they received a positive response. “We asked them to give us two weeks before they

committed to any other company for Pyramid C onst and broth ruction Inc. co-o asphalt work,” wners ers Amin Esad says. and Esad Sipilovic (left) Sipilovic. And then they scrambled.They accommodate the heard that some Rocky Mouncurrent customer’s needs or the tain employees liked working in next customer who might need a family business atmosphere us right away. We are able to and didn’t want to work for a move our crews around to keep large corporation, and they hired everything flowing and we can a number of them. Pyramid’s adjust the schedules as needed. next hurdle was to pull together “Other companies might the equipment to run a paving have to subcontract their conoperation in a short time. They crete work, for example, so put together two dirt crews, a they have to wait for the conpaving crew and a trucking fleet. crete contractor to fit them into “We had positioned ourselves their schedule. We don’t have financially to take advantage of to do that,” Esad says.”We set this opportunity as the recession the schedule for our customers; was ending,” Amin says. we don’t fit our customers into “By April 10 we were placour schedule. Our objective is ing asphalt on the ground,” to get your job done on time Esad says. “The stars aligned and under budget. We can from timing, people, money and accomplish this because we do growth. We had a good customeverything in-house.” er base that has a lot of respect Amin and Esad credit their for everything we have done experienced, dedicated employfor them, so everything fell into ees and the fact they are a place and we made it happen.” turnkey operation for much of their success. “We have expeIn-house Work rienced pavers, foremen and Creates Flexibility dirt supervisors. They make sure Esad says all work is performed we have skilled crews,” Amin in-house except for milling and says. “That’s helped us get the soil stabilization. great reputation that we have. “Because we have conBecause of our talent we’ve trol of all these areas, we can made a loud statement in this manipulate what we’re doing town.” to accomplish the job and

August/September 2019 • PAVEMENT • www.ForConstructionPros.com/Pavement

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7/29/19 9:20 AM

PAVEMENT

Index Advertiser Index

PAGE

800 Pavement Network

Basic Equipment

B & E Business & Web Services

Buffalo Turbine

Carlson Paving Products

Crafco Inc.

EZ Liner

Gem Seal Pavement Products

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

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Hog Technologies

Ignite Construction Summit

Keystone

Keystone Engineering

Lee Boy

Limntech Scientific Inc.

Maintenance Inc.

MB Company

Mesabi Asphalt Tools

MRL Equipment Company Inc.

National Pavement Expo

Neyra

N. I. Wilson Mfg. Co. Inc.

Old Dominion Brush Company

Payne’s Parking

Quik Pave Products Inc.

RAE Products & Chemicals Corp.

26, 32

Schwarze Industries

Seal-Rite

SealMaster

Star

Unique Paving Materials Corp.

United Rotary Brush Corp.

Vanair

Vogele

Insert

Weiler

Wirtgen America Inc.

Published by AC Business Media.

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ADVERTISING SALES: (800) 538-5544 Tom Lutzke, Eric Servais, Sean Dunphy, Amy Schwandt, Erica Finger, Denise Singsime, Kris Flitcroft FORCONSTRUCTIONPROS.COM WEBSITE: Digital Operations Manager: Nick Raether Director of Digital Strategy: Joel Franke Editor: Larry Stewart Managing Editor: Kimberly Hegeman CHANGE OF ADDRESS & SUBSCRIPTIONS PO Box 3257, Northbrook, IL 60065-3257, Phone: (877) 201-3915 Fax: 847-291-4816 • circ.pavement@omeda.com REPRINTS Denise Singsime at (800) 538-5544 ext. 1245 dsingsime@ACBusinessMedia.com. LIST RENTAL Jeff Moriarty, SVP, Business & Media Solutions, Infogroup Phone: (518) 339-4511 • Email: jeff.moriarty@infogroup.com AC BUSINESS MEDIA INC.: CEO: Barry Lovette CFO: JoAnn Breuchel CDO: Kris Heineman Editorial Director: Greg Udelhofen ADVISORY BOARD: Agua Trucks Inc., Wickenburg, AZ, Scott Duscher Asphalt Contractors Inc., Union Grove, WI: Robert Kordus Asphalt Restoration Technology Systems, Orlando, FL: Connie Lorenz Brahney Paving, Hillsborough, NJ: Steven Brahney Custom Maintenance Services, Shippensburg, PA: Michael Nawa Eosso Brothers Paving; Hazlet, NJ: Tom Eosso Pacific Sweeping, San Marcos, CA: Lee Miller Parking Lot Maintenance, Lake St. Louis, MO: Todd Bruening Petra Paving, Hampstead, NH: Chris Tammany Pioneer Paving, Albuquerque, NM: Don Rooney Robert Liles Parking Lot Service, Tyler, TX: Robert Liles Roberts Traffic, Hollywood, FL: Lisa Birchfield Roccie’s Asphalt Paving, Stamford, CT: Vincent Engongoro Show Striping Inc. (SSI), Wisconsin Dells, WI: Amber Showalter T&N Asphalt Services, Salt Lake City, UT: Nick Howell The Rabine Group, Schaumburg, IL: Gary Rabine Young Sealcoating Inc, Lynchburg, VA: Steve Young ASSOCIATION REPRESENTATIVES: Pavement Coatings Technology Council: Anne LeHuray, Executive Director

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www.ForConstructionPros.com/Pavement • PAVEMENT • August/September 2019

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7/25/19 12:48 PM

Tailgate Talk | Brad Humphrey

Crew Foreman… Study Your Job Folder! MY WIFE WOULD tell you I was terrible about putting together toys for our kids at Christmas time. I remember once, when we purchased a play kitchen that had to be assembled for my six-year old daughter, late Christmas Eve. Man, I was up 'till almost the time the kids awoke on Christmas Day putting together that stupid thing. Finally, I finished but I had about 15 extra pieces that I just couldn’t figure where they were supposed to go. The reason for my stupidity? I never read the directions! I knew how to build! And, I sure as heck knew how to put together a simple plastic kitchen set that my daughter would enjoy making make-believe food for her dolls – and dad! I was reminded of this memory this past week when, conducting some training with Crew Foremen and Project Managers, a PM shared that he wished the foremen would actually read through their job folder before sitting down for their pre-construction meeting. In fact, several of the foremen admitted that they didn’t always take the time to read through everything about the job, as they should. OK Crew Leaders, let’s get to the heart of this issue. The job folder is your best set of “instructions” for what will be needed on the project. Sure, once in a while a PM,

or Estimator, could be more detailed, provide more pictures, share more insights about the customer etc. Your company needs to work on that. However, going to the jobsite, having not read through the job folder, can cause you to “feed” more possible mistakes, such as "go-backs" and rework. You can stop 80% to 90% of these negative experiences, by simply reading the job folder… before starting the project.

HOW LONG DOES IT REALLY TAKE? Now, for any Foreman who says they don’t always have time to read through their job folder, let me offer some encouraging words of improvement. How long does it take to really walk through the job folder? Depends on the size of job, I know. But for most pavement maintenance Foremen, taking the time may include: • Review the job folder for 15-30 minutes in the evening at home • If you have the job folder early enough, read a little bit over a lunch break at a current job you are working • Catch a few more minutes of study time while your crew may be waiting on material for the job you’re trying to finish up Over the past few years, most Foremen I have discussed this with have said it takes only 15-30 minutes to

review most job folders. Isn’t 15-30 minutes spent reviewing the job folder worth it so you can be aware of the scope of work or or ask the questions you have at a pre-construction meeting (hopefully you practice this pre-start meeting...)? Isn’t this time spent reviewing the job folder worth ensuring we make more money on the project…and therefore, more money for us personally? Part of the commitment any Project Manager, or Estimator, should have is to ensure that they get the job folder pulled together, with the needed information, sign-offs, pictures, etc. and delivered to the Foreman so you have more than an hour to look at their plans and thoughts, before starting the job. However, when the season gets crazy with customers, each demanding to start work quickly, your PMs and many of the office team are working quickly to get all the needed info pulled together to keep you with the right information, and to ensure that everything thing is clean…legally!

DON’T GIVE UP! Foremen, don’t give up on your PMs, Estimators, and any other company employee supporting you. They’re working hard to keep the work coming. Remember, your owner doesn’t want to take work at just any price…

Drazen_/ E+

everyone wants to make a profit…a nice profit. You’re not working for a not-forprofit organization. At the very heart of better work, safer work, more profitable work, is doing our jobs right, the first time. A huge key to this happening is to have your PMs and Estimators pull together the job folders correctly, and have each Foreman committed to reading it. Don’t be bashful – be quick to highlight something that is difficult to understand and write down a question that you want to ask your PM. But no matter when you are given the job folder, read and study it before leaving for the site if at all possible. Don’t be like me when I was working all night putting together my little girl’s kitchen set for Christmas. You might just leave out a few things that really need to be performed on the project. Let your next job folder provide the roadway to your success! Brad Humphrey is President of Pinnacle Development Group, a consulting firm that specializes in the construction industry. See more of Brad’s advice for contractors by reading The Contractor’s Best Friend, an AC Business Media service to the construction industry. For more information about Brad’s company, go to www.pinnacledg. com.

August/September 2019 • PAVEMENT • www.ForConstructionPros.com/Pavement

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