October 2013 - Asphalt Pro

october 2013

Green Processes are Asphalt

train Foremencompact WMAVIP reclaiming

rAP base in MaineMilling Meets Silica PeLs

Stay Safe:reflect Safety

600 tPH oMP mill-n-fill

in two weekends

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contents

On the CoverWhen I-84 outside of Portland needed some reconstruction work, OMP performed quick quality recycling and replacing for a smooth asphalt highway. See related article on page 34. Photo courtesy of OMP.

OCTOBER 2013

Green Processes are Asphalt

Train ForemenCompact WMAVIP Reclaiming

RAP Base in MaineMilling Meets Silica PELs

Stay Safe:Reflect Safety

600 TPH OMP mill-n-fill

in two weekends

DePartMentSLetter from the editor5 I Doth Protest

Around the Globe6

Safety Spotlight8 brannan Adds Mirrors for SafetyBy Sandy Lender

Mix it Up10 NcHrP 9-47A recommends WMA Design changesFrom NCAT

equipment Maintenance16 Avoid Dangerous Drag chain FailuresBy Cliff Mansfield

Project Management20 Green Iron, Green ProjectsWith pre-approved status for work, Rafferty is ready to put its recycling crew on the jobBy Tom Kuennen

equipment Gallery54 Milling Machines Anticipate oSHA LimitsBy AsphaltPro Staff

Here’s How It Works60 caterpillar’s rM50062 Gilson’s Superpave testing System

resource Directory65

Last cut66 Lessons on crudeoil transportationBy AsphaltPro Staff

artICleS26 How to roll the WMA Mat30 Los Principios rodar WMABy Sandy Lender

34 Mill, Fill LogisticsOregon Mainline Paving does excellent asphalt job done in two fast-paced weekendsBy Sandy Lender

42 train Foremen with New SkillsBy Sandy Lender

46 Maine Uses rAP for Shoulder baseBy Tom Kuennen

that’s a Good Idea52 Keep an eye on conveyorsBy John Ball

46

I Doth ProtestHere in Florida, people can get riled up over things that may or may not de-serve international news coverage. Dur-ing labor Day Weekend, a mere 100 Col-lier County residents a few miles south of where I live got out of their chaise loungers to walk on the beach and stand in front of Gov. rick Scott’s home. I’m not certain whether they constructed a mod-el oil rig once they arrived at his prop-erty or carried the 10-foot-tall item with them, but the point of their protest was to show the governor what it would be like to have an oil rig in a person’s backyard. at this time, there’s a plan in the works to have a 145-foot oil rig erected in an area of Collier County known as the Golden Gates estates.

I don’t have to extol the merits of gathering crude on U.S. soil, processing it in U.S. refineries, etc., whenever possible. this issue of the magazine focuses on green processes such as recycling, but when you have to use virgin materials, it feels good to know you bought them from a domestic source. We’re fortunate when we have the option. We’re fortunate that technologies exist to make it en-vironmentally safe. as much as some folks get frustrated with the environmen-tal Protection agency (ePa), I’ve got this conservationist side of me that’ll tell you all day long that we’re fortunate to have a level of authority watching out for the correct and safe way to do the necessary business of drilling, fracking, refining, loading, etcetera.

You all know I work to protect sea turtles, endangered parrot species and any number of animals. For pity’s sake, if a lizard gets into my house I put a dish of water down for it so it doesn’t dehydrate before it finds its way back out. thus I was torn when I heard that the 100 people who didn’t want an oil rig in their backyards weren’t talking to the news media about property value worries; they were concerned about the endangered Florida panther.

the executive director of the South Florida Wildlands association told the lo-cal paper that the lights, sounds and vibrations of an oil well would disturb the panthers. local news media have been talking about the panther population numbering just more than 200 since I moved to the state nine years ago; I have sources that put the number around 160. that’s a small population. I should be up in arms and marching on the governor’s property with signs that demand he deny anyone the right to even walk through the everglades until the panther population grows.

But I’m afraid of panthers. Have been since I was a child. I can’t look at them in zoos without a panic attack. (next time we’re at an industry event, ask me to tell you about an early morning “big cat” event at my house in Golden Gate estates.)

Suffice it to say, I see ways to blend business, technology and nature. One doesn’t have to destroy the other. One should be able to compliment the other. I protest the protest that didn’t offer an option beyond “deny.”

Stay Safe

Sandy lender

October 2013 • Vol. 7 no. 1editor's note

2001 Corporate PlaceColumbia, MO 65202

573-499-1830 • 573-499-1831www.theasphaltpro.com

GROuP PuBLiSheRChris harrison

PuBLiSheRSally Shoemaker

[email protected](573) 499-1830 x1008

ediTOR

Sandy [email protected]

(239) 272-8613

ART diReCTORKristin Branscom

OPeRATiONS/CiRCuLATiON MANAGeRCindy Sheridan

BuSiNeSS MANAGeRRenea Sapp

AsphaltPro is published 10 times per year: January, February, March, April, May, June/July,

August/September, October, November and december by The Business Times Company, 2001

Corporate Place, Columbia, MO 65202

Writers expressing views in AsphaltPro Magazine or on the AsphaltPro website are professionals

with sound, professional advice. Views expressed herein are not necessarily the same as the views of AsphaltPro or Business Times Company staff, thus producers/contractors are still encouraged to use best practices when implementing new advice.

SuBSCRiPTiON POLiCy: individual subscriptions are available without charge in the united Sates,

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Single copies available $17 each.

editor Sandy lender and Plant Manager ray eisner discuss best asphalt practices. Photo courtesy of John Ball of Top Quality Paving.

www.theasPhaltPro.com | asPhalt Pro 5

Industry News and Happenings from Around the WorldGermanyImports of bitumen into Germany firmed up 26 percent in May 2013 over prices in april 2013. Source: Petrosil’s Bitumart

InDonesIathe 9th asian Bitumen is hosted by the Ministry of Public Works, republic of Indonesia, this Oct. 28 through 29 in Jakarta. the theme of “Uncov-ering Opportunities in Bitumen trade & technol-ogy” will include such distinguished speakers as Pongpun amornvivat, the managing director of thai lube Base Public Co. in thailand, and Dr. Hussain Bahia, the director of the Modified as-phalt research Center at the University of Wis-consin-Madison. Visit www.asian-bitumen.com for last-minute registration.

UrUGUaythe ruta Interbalnearia General liber Seregni (Inter-resort route) in Uruguay is being stud-ied for the use of wearing courses with differ-ent maximum aggregate sizes. the Consortium Interbalnearia east and West have placed an F10 and an F14 semidense mix modified with Bitaflex aM3 along the roadway. thanks to the texture, the mat offers a noticeable decrease in rainwater spray and a quieter ride than the pre-vious pavement.

las obras que están realizando los integran-tes del Consorcio Interbalnearia este y Oeste en varios frentes avanzan a muy buen ritmo. Se han realizado diversas mezclas para capa de rodadu-ra de las cuales podemos destacar las dos mez-clas abiertas con diferente tamaño máximo, una F10 y una F14 y una mezcla semidensa tipo CaC S12. Hay que destacar la prolijidad de todas las diferentes carpetas elaboradas por el Consorcio con asfalto modificado Bitaflex aM3. Debido a la macrotextura lograda en todos los casos, es clara la disminución del efecto spray en los días de lluvia lo que brinda una mayor seguridad a los usuarios de la ruta. Incluso para las mezclas F10 y F14, por tener una textura más abierta aún, se aplaca el sonido de los neumáticos sobre la cal-zada y se siente solamente el sonido del motor al circular sobre ellas, dándole más confort al us-uario. Source: Bitafal’s Haciendo Caminos

UnIteD states• In this green practices issue of the magazine,

we highlight asphalt’s renewable nature. the latest report at press time from environmen-tal entrepreneurs (e2) comes with the launch of its new website CleanenergyWorksForUs.org, which is a site for our industry to moni-tor and to which we should submit solid facts. e2 lists the top 10 states for clean energy and clean transportation jobs: alaska, California,

Hawaii, Illinois, Kansas, Maryland, Missouri, nevada, Oregon and texas.

• For up-to-the-minute info and updates that impact the asphalt industry, follow http://twit-ter.com/asphaltPro.

arIzonathe Parker Pioneer’s online edition reported aug. 26 that lagging revenue for the arizona De-partment of transportation equals a shift in pri-orities. aDOt’s public affairs manager reported to a la Paz County board of supervisors meeting that the DOt would focus more on maintaining the current system than expanding it. the news source pointed out many maintenance and pres-ervation projects the state has in its sights.

calIfornIa• Mark your calendar for the Fall asphalt Pave-

ment Conference thursday, Oct. 24, at the Doubletree Hotel in Sacramento. Visit www.calapa.net.

• While the state of California uses the per-formance-grade (PG) system of classifying binders, Caltrans only formed a Superpave Subtask Group (StG) in early 2012 to begin implementation activities. the original 105 ar-eas of concern that the StG identified were condensed to 85 shortly after the group’s first meetings, and as of press time stood at 14. the state plans to adopt the Superpave mix design method effective July 1, 2014. Source: California asphalt Insider

coloraDo• the 20th annual “Best in Colorado” asphalt

pavement awards program replaces the “new technology” category with “Project Innova-tion” and accepts nominations until Friday, Oct. 25. Contact [email protected] or (303) 741-6150 x151.

• enjoy sessions like “How DOt Personnel Can Get Shingles approved” and “Use of Shingles in Warm Mixes” at the 6th Shingle recycling Forum in downtown Denver this nov. 7 and 8. Get exhibiting, sponsorship and attendee info at www.shinglerecycling.org.

florIDathe Florida Department of transportation is nearing the mid-point of a two-year, $450,000 grant to monitor the use of roadside animal Detection Systems (raDS) on a small section of Highway 41. the system was put in place to help protect the black bear and white-tailed deer, and specifically the endangered Florida panther, whose numbers are believed to be between 100 to 160 in the wild. the system also protects mo-torists by alerting them with flashing lights when animals are near the highway, helping to prevent costly and fatal collisions.

hawaIIHawaii asphalt Paving Industry (HaPI) members and guests from various government agencies gathered at the HaPI meeting in July where City and County Council Chair ernest Y. Martin ad-dressed the crowd. Martin noted that a recently approved city budget included $120 million for road projects, which is the most in city history.

IllInoIsthe northwest Herald reported that Illinois Gov. Pat Quinn vetoed a mass transit bill aug. 27 that would have allowed agencies to spend up to $40,000 per project on jobs without giving pub-lic notice. the current limit on no-bid projects is $10,000, according to the Herald, which quoted Quinn’s veto message: “It is clear that the cur-rent mass transit governance system in north-eastern Illinois is not working for taxpayers and riders.” the governor has assigned a task force to come up with reforms for the commuter rail agency Metra, where there are a number of per-sonnel and board changes taking place.

marylanDthe deadline to submit a project for naPa’s Quality in Construction (QIC) awards is Oct. 31. Visit www.asphaltPavement.org/awards to start the process today.

massachUsettsBrookfield engineering laboratories, Inc., Mid-dleboro, Mass., has launched www.PowderFlow-analysis.com dedicated to the science of pow-der flow testing.

mInnesotaDonaldson Company, Inc., Bloomington, Minn., delivered record fourth quarter net income and earnings per share, according to Bill Cook, the company’s CeO. “Our overall sales were down from the fourth quarter of last year primarily due to our engine Products OeM businesses in the U.S. and asia and our Industrial Products busi-nesses. However, we also had a number of busi-nesses and regions that saw year-over-year in-creases. Our engine aftermarket sales increased 3 percent from last year and have now grown se-quentially for the second straight quarter.”

PennsylvanIathe Pennsylvania Department of transportation (PennDOt) paid $20,000+ to Draganfly Innova-tions, Inc., of Canada for the X-8 remote-con-trolled helicopter with high-definition camera to monitor the growth of sinkholes in the state. Spokeswoman erin Waters-trasatt explained that using this technology is a “cheaper alter-native” to flying personnel to the sinkhole sites. Source: The Patriot News’ PennLive

around the globe

6 october 2013

safety spotlight

Brannan Adds Mirrors for Safety by sanDy lenDer

While it may be commonplace to have large, vertical side mir-

rors affixed to the cab doors on haul trucks, you’ll want to upgrade this simple safety feature after you see what Brannan Cos. of Denver, Colo., has done in their fleet.

Gerardo ruelas-Orozco is the health and risk manager for Brannan Cos. He explained that few companies, if any, have an extra mirror mounted on the front of the truck’s hood so the driver can see what’s in front of the vehicle. He and Megan Strong, the health and risk assistant manager, shared the story

of a cement mixer truck driver who, more than a year ago, departed his cab for a short time. Upon returning to the cab, the driver checked his mirrors and began driving forward. He hit a car that was parked directly in front of the truck because it was parked in his blind spot. enter the need for more eyes around the truck.

Fred Marvel, the vice president of business development for Brannan Cos. developed the idea of placing the additional, convex mirrors where they could be angled to face forward and of-fer more visibility to the drivers. Orozco

said the company hasn’t had an inci-dent with the trucks since.

“Blind-spot mirrors for the sides are often standard or companies put them on aftermarket,” Orozco explained. “the mirrors we’ve installed are further forward and angle to the front of the truck.”

Strong told the story of a driver who had the new mirror installed on her truck. Within two weeks of the instal-lation, while on a residential project, she saw a parent and child near the job. Before pulling away from the site, she looked in the mirror and saw the child

8 october 2013

in front of her truck. “She saw the child in the mirror,” Strong said. “the scary thought is that without it she might have hit the child.”

“Our drivers are not just driving,” Orozco explained. “they’re also work-ing, backing up, and when it’s time to pull away from an area, the conditions around them may have changed.”

now that the entire Brannan Cos. fleet has additional mirrors, visibility has changed, too. Drivers are better equipped to see what may have moved in front of them while they were work-ing or backing. Drivers are also respon-sible for mirror upkeep.

Strong explained that the drivers have to inspect their mirrors pre-trip. all of the company’s existing and new fleet drivers must review and sign the company’s policy regarding the mirror, stating they will report any damage with the device. “If it’s not in good repair, they must report that,” Orozco said.

this summer, the national asphalt Pavement association (naPa) recog-nized Brannan Cos. for its safe prac-tice, naming the company a finalist for a 2012 asphalt Operations Safety Inno-vation award during the midyear meet-ing in Boston July 15.

tom Peterson of the Colorado as-phalt Pavement association (CaPa) shared what that kind of innovation does for the whole company. “We at CaPa congratulate them on this recog-nition. It’s an example of their forward-thinking and an example of the atten-tion they place on employee safety.”

the naPa award recognizes compa-nies that develop innovative ideas or that achieve practical outcomes leading to improved worker safety in a road-way, plant site, or quarry environment, and whose safety practices go above and beyond normal safety practices. Brannan Cos. won the award for design-ing the safety mirror to help drivers see directly in front of large trucks.

Fred Marvel, vice president of business de-velopment for Brannan Cos., said that the mirror placement has caught on with oth-ers in the construction industry and other members of the community, such as bus drivers. While having mirrors on the front hood of a truck is common and having the large vertical mirrors on the cab doors is standard in the industry, those mirrors are designed and placed to eliminate blind spots down the left and right sides of the trucks. the mirror placed on the front of the hood and aimed toward the front elim-inates the blind spot in front of the truck where a compact car or a person could be.


mix it up

a recent survey by the national Center for asphalt technology

(nCat) revealed that warm-mix as-phalt (WMa) accounted for 20 to 30 percent of the total plant mix pro-duced in the United States in 2011. this represents a significant rise in WMa use, up from 13.2 percent in 2010, as reported from a previous na-tional asphalt Pavement association (naPa) survey. agencies and contrac-tors alike reap the benefits of using WMa. across the nation, 26 states have implemented WMa use or are in the process of implementation.

One concern has been how to en-sure that warm mix is properly de-signed. to date, almost all WMa produced has used a “drop-in” ap-proach—a conventional hot mix de-sign is simply produced at a lower temperature by means of a WMa technology (process or additive). the national Center for Highway research Project (nCHrP) 9-43 con-cluded that a separate WMa mix de-sign procedure was unnecessary, but modifications to the Superpave mix design procedure (aaSHtO r35) were recommended in the form of an appendix entitled “Special Mixture Design Considerations and Methods for WMa,” published in nCHrP re-port 691.

the appendix recommends minor changes to aaSHtO r35 when de-signing WMa, including:• additional lab equipment,• blending chart analysis for incorpo-

rating raP in WMa,• specimen fabrication procedures

for individual WMa processes, and• evaluations for coating, com-

pactability, moisture sensitivity and rutting resistance.Further research under nCHrP

9-47a has recommended modifica-tions to the appendix. nCHrP 9-47a was tasked with documenting field

performance of a wide range of WMa technologies across the Unit-ed States, comparing engineering properties of WMa to HMa, evalu-ating energy savings and emissions reductions for WMa production, as well as evaluating the WMa mix de-sign appendix developed in nCHrP 9-43. a summary of the recommend-ed changes follows.

ADDItIoNAL LAb eqUIPMeNtSection 3.1.1 of the appendix de-scribes the mechanical mixer used to prepare mixes in the lab, either a planetary or a bucket mixer. note 1 states that mixing times for bucket

NCHRP 9-47A Recommends WMA Design Changes from ncat

table 1. Pavement Densification and One- and two-Year rut Depths for WMa and HMa Sections

TesTs on cores afTer one and Two

years indicaTe ThaT The differences in binder absorpTion were pracTically

nil, suggesTing ThaT furTher absorpTion

occurs over Time.10 october 2013

mix it up

mixers should be established based on coating evaluations. However, nCHrP 9-47a conducted a total of 10 WMa mix design verifications us-ing a bucket mixer and found in ev-ery case that sufficient coating was achieved using the 90-second mixing time recommended in the appendix for planetary mixers. thus, it is rec-ommended that note 1 be removed.

Section 3.3.1 discusses the lab as-phalt foaming devices used to simu-late plant WMa foaming processes. nCHrP 9-47a recommends that this section include the option of using mix produced during a trial run at an asphalt plant in lieu of lab-produced mix. this recommendation is based on challenges associated with using lab foaming systems.

VoLUMetrIc DeSIGNSpecimen fabrication procedures for individual WMa processes are given in section 7 of the appendix. Howev-er, the appendix doesn’t specifically state that lab-produced WMa should be used in the volumetric design pro-cess. Based on nCHrP 9-47a find-ings, selection of a mix’s optimum asphalt content based on traditional volumetric criteria should be accom-plished per aaSHtO r35 without us-ing the WMa additive or technology. additional mix evaluations should then be conducted using lab- or plant-produced WMa.

thirteen WMa mixes were evalu-ated in nCHrP 9-47a, all of which were designed as HMa and pro-duced using WMa processes or ad-ditives. Mix design verifications were performed on 10 of these mixes, us-ing the respective WMa technology and the procedures given in the ap-pendix. Field-measured gradations were matched as closely as possible and optimum asphalt contents were also verified for the HMa control sections. Using this approach, the optimum asphalt contents for most of the WMa mix designs were signif-icantly less than for the companion HMa. the average decrease in the optimum asphalt content was 0.27 percent.

While there are possible justifi-cations for lower asphalt contents in WMa, none were confirmed by the nCHrP 9-47a research. For example:• binder Absorption. For both

plant- and lab-produced mixes in nCHrP 9-47a, binder absorption was an average of 0.11 and 0.17 percent lower, respectively, for WMa compared to HMa with the same materials. However, tests on cores after one and two years in-dicate that the differences in bind-er absorption were practically nil, suggesting that further absorption occurs over time. this does not support a reduction in asphalt con-tent for WMa mixes due to binder absorption.

• Pavement Densification. Previous studies indicate that the majority of pavement densification under traf-fic occurs within one to two years after construction. If WMa mixes experience excessive densification in the wheel paths, this could jus-tify lower asphalt contents. How-ever, the average densities for the one- and two-year cores were similar or lower for the WMa sec-tions compared to the correspond-ing HMa sections, indicating that the WMa pavements are not over-densifying under traffic.

• rutting Potential. as shown in ta-ble 1, the one- and two-year rut

depths are slight and nearly equiv-alent for both WMa and HMa field test sections observed in nCHrP 9-47a. Based on field rutting per-formance, reducing the asphalt content of WMa mixes is not war-ranted.

• Interaction with compactability. For each WMa mix, compactabil-ity ratios were determined at the optimum asphalt content, which was an average of 0.27 percent les than the HMa counterpart. a poor relationship existed between com-pactability ratios and in-place den-sity. Four mixes were tested again at the field-measured optimum as-phalt content—as expected, the compactability ratio increased when the asphalt content de-creased (by 0.74 and 0.90 percent) and decreased for a 0.39 percent increase in asphalt content. the fourth sample had a 0.17 percent increase in asphalt content with a virtually unchanged compactabil-ity ratio. this indicates that com-pactability is indeed dependent on asphalt content. thus, a decrease in asphalt content could negate the compaction benefits associat-ed with WMa.

MIx eVALUAtIoNSas discussed in section 8.4 of the ap-pendix, samples for evaluating mois-ture sensitivity should be prepared using the WMa additive or process. For foaming technologies, this pro-cedure should include the option of using mix produced during a trial run at an asphalt plant in lieu of lab-pro-duced mix.

Section 8.5 describes evaluat-ing rutting resistance of WMa us-ing the flow number test (aaSHtO tP 79). Based on WMa field rut-ting performance to date, addition-al testing beyond what is required for HMa seems unwarranted. thus nCHrP 9-47a recommends that the minimum flow number require-ments given in section 8.5 be re-moved for traffic levels less than 30 million eSals.

The opTimum asphalT conTenTs for mosT of The wma mix designs

were significanTly less Than for The companion

hma. The average decrease in The opTimum

asphalT conTenT was 0.27 percenT.

12 october 2013

the P409 mix is stony but gets nicely compacted as you can see in this gorgeous saw-cut edge. In the distance, you can see the shoe of the endgate is sitting right on the joint. that’s why you want the endgate hot to keep material from sticking to it. You can also see the good, stable subgrade in this picture.

equipment maintenance

1975. that was the first year I saw an asphalt plant. It was a 1952 StanSteel rM-40 batch plant one year young-er than I was. Since that day I have operated and worked on many hundreds of the things and have seen many that were broken. Until august of this year, I’d never seen a broken drag conveyor chain. then, within a 10-day win-dow, I’d seen two.

the plants experiencing the problem were made by two different manufacturers and the chains broke in dif-ferent circumstances, but broke for exactly the same rea-son. lack of maintenance.

In the first instance, the plant was operating offshore. It was running at about 240 tons per hour when a side bar

failed and the chain separated. It was fully loaded; every-thing came crashing down inside the conveyor to become a wadded up heap near the bottom.

the chain had about 200,000 tons on it, but a mis-aligned return idle had worn the side bars on one side of the chain; under a heavy load the bar failed. With periodic inspections, a ground man would notice this kind of ab-normal wear and address it at your plant.

I recommend a serious inspection regimen as the ton-nage increases. these drag conveyors should be kept at the proper tension and any abnormal wear should be ad-dressed immediately.

Avoid Dangerous Drag Chain Failures by clIff mansfIelD

1-2. If you look at the side bar you can see extensive wear. the wear near the pin led to the chain’s fail-ure. the twisted and bro-ken links attest to the forc-es the chain encountered. 3. Several links failed at the pin hole.

1

2

3

16 october 2013

equipment maintenance

In the second instance, the plant was operating in the northwest of the United States. a very different kind of problem led to catastrophic failure of the chain.

at this facility, the drag convey-or had just been overhauled. the chain and all sprockets had been replaced less than 20,000 tons be-fore the incident. In the process of installing the drive sprocket seg-ments, the crew installed Grade 8 sprocket mounting bolts and weld-ed them to prevent the bolts from unscrewing.

During operations early in the morn-ing, one sprocket segment detached from the hub and jammed in the chain. this used up all of the slack in the drag and the forces quickly exceeded the chain’s tensile strength.

In this instance the problem was most likely generated by welding the Grade 8 bolts. as a result of the heat, these bolts were crystallized and weakened to the point that they failed. their failure allowed the sprocket seg-ment to detach. the sprocket seg-ment then jammed in the chain and stressed it beyond its strength.

While I strongly advocate tack welding the nuts on the bolts for these sprocket segments to prevent them from coming loose, I advise us-ing Grade 5 bolts and only tack weld-ing. remember, your only goal is to prevent them from loosening.

Cliff Mansfield is an asphalt plant engineer and a freelance writer spe-cializing in asphalt plants. For more information, contact him at (541) 352-7942 or send him your question through the “Ask the Plant Expert” form on the home page at www.TheAsphaltPro.com.

4. this cross pin was broken from excessive stretching force. 5. When the chain broke, the man-gled chain segment end-ed up tangled with as-phalt mix. 6. this is the drive hub where the sprocket segment sepa-rated, starting the prob-lem. 7. Imagine the forces it took to distort this solid steel sprocket segment.

6

5

7

4

18 october 2013

project management

Green Iron, Green Projects With pre-approved status for work, Rafferty is ready to put its recycling crew on the job by tom KUennen

a Connecticut contractor special-izing in fast-paced street recon-

struction found its new Wirtgen Wr 240i recycler/stabilizer boosts pro-ductivity and keeps tight two-day re-build schedules on target. the Wr 240i was introduced this year and re-claims pavements while meeting U.S. tier 4i emissions regulations. that’s what rafferty Fine Grading, Inc., of enfield, Conn., found as it put the second Wr 240i to arrive in north america to work in the spring.

In torrington, Conn., in the north-west corner of the state, rafferty Fine Grading is engaged in reconstruction of 17 streets totaling 56,000 square yards under a single contract.

“We do it like no other,” Kurt raf-ferty, vice president of the compa-ny, said. “We excel at a soup-to-nuts type of operation in which everyone who works for rafferty is involved and invested in reclamation excava-tion, so a street can be turned over to a paving crew, while only expending two days from start of reclamation to finish with fresh asphalt. that’s our forte in seven states, start-to-finish, in-and-out. When we get five, six or seven days of that type of work, no-body can beat us.”

a big part of success is reliable equipment. the Wr 240i is designed to let the operator mix together the large and small aggregate at the de-sired depth.

“What’s unique about the Wirtgen product is that much like the old grav-el truck and spreader box—with large and small aggregates mixed togeth-er—it produces a homogenous mass,” rafferty said. “We are mixing the large and small aggregates using a cutter design that is second-to-none.”

tWo DAySrafferty personnel first check with the local call-before-you-dig program,

and use all the utility information they can. they then identify all struc-tures such as catch basins and man-holes that need to be replaced. they use metal detectors to locate utilities and water boxes that may have been paved over and forgotten. Only then does reclamation begin.

“We reclaim start-to-finish,” raf-ferty said. “We level it off and keep it level so local residents can leave and enter 24 hours a day. We use traffic safety personnel to direct the home owners in and out. We end by wind-rowing excess reclaimed material and load on city trucks.”

the recycling takes place, and then the reclaimed base is compacted with a roller and shaped with a grad-er, rafferty said. “leveled off, the re-claimed material is uniformly higher

than the material that was there pre-viously. We need to profile it to make sure there is room for the 4 inches of new pavement that will follow. thirty years of sitting in the seat gives me a good idea of what excess material that will have to come out, although we use cross slope and other indi-cators to profile the road properly. I’m also able to see just by looking which street appurtenances won’t work, which ones will, and what

rafferty Fine Grading’s Matt West operates the new Wr 240i reclaimer.

20 october 2013

“leveled off, the reclaimed material is uniformly higher than the material that was there previously. We need to profile it to make sure there is room for the 4 inches of new pavement that will follow.”— Kurt rafferty


project management

22 october 2013

adjustments will be needed to bring the latter up to grade.”

an initial compaction with the Hamm roller fills the voids and gets the fluff factor out, rafferty said. “We use a combination of water or lime to get the optimum moisture for compaction in advance of pav-ing,” he said. “It will be compacted in its entirety, and will be ready for a fine grading or profiling in advance of the paving. this helps the paving contractor meet the yield of black-top for the job.”

excess material is windrowed to the center of the road where it’s re-moved by loaders onto city trucks. this excess recycled material is screened and processed by the city, which uses it for a variety of purpos-es, including new drainage adjust-ments, new pipe bedding, and parks and recreation grounds maintenance. Windrowing to the center also helps rafferty create a new crown for the pavement. “We already will be into

3 to 4 percent cross slope just by putting the road to grade,” he said.

PAVeMeNt MANAGeMeNt ProGrAMIn Connecticut, rafferty is a vendor in the state’s VIP list, which stands for Vendor-in-Place, and which was issued by the state at the beginning of 2013. all 169 towns in Connecticut can use the pre-qualified contractor list, picking and choosing which con-tractors best meet their needs.

torrington adheres to a strict pave-ment management program to plan its street maintenance, and in this case, reconstruction. all streets are graded according to a pavement in-dex, which dictates whether a street may be surface-treated with chip seal or other surface seal to prolong its life, or left to deteriorate prior to utility work and reconstruction.

allowing a street to completely deteriorate before spending money on it permits the city to coordinate utility work before reconstruction, so

a freshly paved street isn’t torn up soon after the paving crews leave. “On lois Street, sewers had been up-graded, the water was relatively new, and the gas company had signed off on its services, so the street was ready for reclamation,” rafferty said.

recycLer INFothe new Wr 240i is the seventh piece of Wirtgen Group equipment acquired by rafferty, and manage-ment explained that they’re pleased with its work.

“…we chose it because many states we work with are requiring at least 50 percent of the equipment on the job be tier 4 interim.”

this underscores rafferty’s mission in pavement reclamation and recon-struction as an environmentally sus-tainable contractor. “It’s a marketing issue with rafferty,” he said. “We al-ways have been ‘green’ in that we re-cycle. We now truly bring green iron to the table.”

Here’s what’s in their green iron:• the Cummins power plant in the

Wr 240i is a plus because rafferty has other Cummins QSX engines in its fleet; this enables the contrac-tor to stock common spare parts and wear items in its service trucks.

• Four-post design; 72,000 pounds sits on the cutter housing “In a uni-form, balanced fashion,” rafferty said.

• “the fact that they moved the cab from 14 feet high to the operator sitting forward with the camer-as enables the ground man to be more productive and safer.”

• Four video cams enable near-total visibility around the Wr 240i in the cab. “the operator now gets four looks at his work,” rafferty said. “When the machine is moving forward, he sees the structure he should stop at. When the machine picks up and jumps over the struc-ture, he sees the structure he just left. the ground man still continues what he used to do, but the opera-tor can verify exactly what is going on and where he is.”

Ground Man Greg Miano has help with safety from the four video cameras that feed information to the operator. Vice President Kurt rafferty also spoke of the safety the machine offers Miano when it comes time for maintenance. Specifically, the Wr 240i has a drum rotation switch that al-lows operator Matt West to rotate the drum incrementally when changing teeth. “It enables us to change the tools and maintain even drum wear from a comfortable and safe position under the machine,” rafferty said. “In the past, a man had to stand outside the machine, in traffic, and ro-tate the drum with a crank while the operator changed the teeth. now the operator and ground person can help each other easily change the teeth, row-by-row, out of harm’s way.”


project management

rafferty Fine Grading, torrington, Conn., has achieved status as a VIP contractor for the state. this stands for Vendor-in-Place and is a moniker for pre-qualified contractors for specific types of maintenance work. It means rafferty is eligible for township work as far as the state is concerned.

• rafferty’s machine is equipped with the optional emulsion pump/water pump system. “that enhances our ability to do different jobs in various states when emulsion is required as part of the proj-ect,” rafferty said. “now it opens up a new market to us.”

• rafferty’s machine also has a drum ro-tation switch that allows the operator to rotate the drum incrementally, right at ground level, when changing teeth. “It enables us to change the tools and maintain even drum wear from a com-fortable and safe position under the machine,” rafferty said.at the end of its tenure with raffer-

ty, used Wirtgen equipment holds value for them, rafferty said. “Our president and CeO, rhonda rafferty, believes in the Wirtgen product we bring to the table,” he said. He explained that she sees the importance of the green iron’s resale value as well as its productivity in the field.

manaGe the reclaImInG ProjectStep 1. Check with local call-before-you-dig authorities and utilitiesStep 2. Make the extra effort to locate forgotten utilities that have been paved over in the past; use metal detectorsStep 3. reclaim the deteriorated pavementStep 4. level off the surfaceStep 5. Windrow excess material; scoop it up with a skid steer and haul it awayStep 6. Compact out the fluff factorStep 7. Pave with new asphalt

For this magazine about environ-mentally responsible paving prac-

tices, I want to visit the topic of com-pacting a warm-mix asphalt (WMa) mat again. We need to think about when to start or stop compactive ef-fort when working with a WMa mat.

Contractors have had difficulty an-swering the question of how to roll the mat unless they could first specify whether or not the mix incorporated Superpave methodology, the mat was laid beneath overly shaded areas, the base was stable enough to support the weight and force, etcetera. tim Murphy of Murphy Pavement tech-nology, Inc., Chicago, explained that the mat temperature at which you take the last roller off should be de-termined on a job by job, mix by mix, base by base, and temperature by temperature basis. He said that if the ambient temperature is summer-like

and the mix production tempera-ture is 300 degrees F and you have plenty of thickness versus the maxi-mum aggregate particle size, then you should have no problem getting proper compaction. He prefers hav-ing a thickness that is three times the maximum aggregate particle size.

there you have some caveats for taking the finish roller off when the mat temperature reaches 180 de-grees if you’re working with a hot mix asphalt (HMa). With warm-mix asphalt (WMa) mixes, paving fore-men found the temperature immedi-ately behind the screed equal to the intermediate rolling zone of the typi-cal HMa mat. they sought new roll-ing patterns.

the same principles of compaction apply when rolling WMa; roller oper-ators happen to have a new technol-ogy in the mat to help them.

Chuck Deahl, formerly of Bomag americas, said the temperature of a mix determines its workability. anoth-er stable principle is the more coarse the mix, the more quickly it will cool. the more variables the mat encoun-ters, such as those Murphy listed above, the less time the roller opera-tors will have to achieve density.

How to Roll the WMA Mat by sanDy lenDer

the BW190 aD serves in the breakdown po-sition with another Bomag roller immediately behind in the intermediate position. Make sure crew members follow established rolling pat-terns faithfully to achieve proper density on WMa projects, just as they would on a HMa project. Photo courtesy of Bomag Americas el BW190 aD sirve en la posición de ruptura con otro rodillo Bomag inmediatamente de-trás en la posición intermedia. asegúrese de que los tripulantes siguen patrones de ro-dadura establecidos fielmente para lograr la densidad adecuada en proyectos WMa, tal como lo harían en un proyecto de HMa. Foto cortesía de Bomag américas

26 october 2013

Dr. ray Brown, director emeritus at the national Center for asphalt technology (nCat), said contractors should be rolling WMa mats the same way they rolled HMa mats with suc-cess. they will also find WMa easier to compact, Brown said. the warm-mix technology is making it workable at the lower temperatures.

there’s the crux of the matter for achieving density with WMa mix-es. the technology changes the mix in such a way that temperature isn’t the same dictating factor it is in HMa compaction success.

a temperature of 230 degrees F im-mediately behind the screed allows the breakdown roller to seal up the majority of density with a WMa mix the way 320 degrees or higher did for HMa mix. Mat temperatures dip from there, but at a slower rate than they do when beginning at a high lev-el thanks to physics. the lower tem-peratures don’t pose the threat to ag-gregate or binder matrix integrity that lower HMa temperatures do thanks

to asphalt entrainment in WMa tech-nology. Foremen will see the static fin-ish roller achieving density at temper-atures as low as 140 or 150 degrees F if they’re working on a WMa mat.

If you took regular hot mix and tried to roll it at these temperatures, you would not succeed, Brown said. Due to the WMa technology, the cooler internal temperatures allow the contractor to achieve density with WMa mats.

Warm-mix has definitely changed the parameters, John Ball of top Quality Paving, Manchester, n.H., said. While some aspects of rolling have gotten easier, he said the crew still has to be sharp. that means being consistent.

We used to have to seal the mat up while it was hot, Ball said. We used to have a 300-foot or so rolling zone be-hind the screed. With WMa, you still get on right behind the screed to get the air voids out of the mat. Get on it more quickly and be more consistent with your established rolling pattern. You don’t have as long of a rolling

zone now. You stay within 250 feet of the screed instead of 300.

even though Ball stressed going for density quickly and in a consistent, methodical manner, he also shared good news for moving quickly. the WMa mat doesn’t cut up as much when you make a stop, Ball said. It doesn’t bow up on you or cut in on you the way the very hot mat used to.

no matter what type of mix or mat you wish to compact, success depends on adhering to best practices. Murphy and Ball both tell their clients to pre-heat all of the paving and compac-tion equipment prior to start-up. Most readers know it’s wise to cover loads and haul them to the site in insulated beds. Finally, make sure the break-down roller gets on the mat as close behind the screed as possible to seal up air voids and gain as much compac-tion as possible in the first few passes, whether you’re working with a 300-foot rolling zone or a 250-foot rolling zone. See Spanish version of this article on page 30.

28 october 2013

Para esta revista acerca de las prác-ticas de pavimentación ambiental-

mente responsables, quiero visitar el tema de la compactación de asfalto una colchoneta de calentamiento de la mezcla (WMa) de nuevo. tenemos que pensar en la hora para iniciar o detener esfuerzo de compactación cuando se trabaja con un WMa mat.

los contratistas han tenido dificul-tades para responder a la pregunta de cómo hacer rodar la alfombra a menos que primero podrían espe-cificar si la mezcla constituida met-odología Superpave, la alfombra fue colocada debajo de las zonas excesi-vamente sombreadas, la base era lo suficientemente estable como para soportar el peso y la fuerza, etcétera. tim Murphy de Murphy Pavement technology, Inc., Chicago, explicó que la temperatura de la estera en la que se toma el último rodillo de des-cuento debe ser determinado por un trabajo por trabajo, mezcla de la mez-cla, la base por base, y la temperatura por base la temperatura. Dijo que si la temperatura ambiente es verano-como la producción y la temperatu-ra de la mezcla es de 300 grados F y tiene un montón de grosor en com-paración con el tamaño máximo de partícula de agregado, entonces ust-ed debe tener ningún problema para conseguir la compactación adecuada. Se prefiere que tiene un espesor que es tres veces el tamaño máximo de partícula de agregado.

ahí lo tienen algunas advertencias para tomar el rodillo de acabado cu-ando la temperatura llega a 180 gra-dos estera si usted está trabajando con una mezcla de asfalto en calien-te (HMa). Con el asfalto caliente-mix (WMa) mezcla, allanando capataces encontró la temperatura inmediata-mente detrás de la regla igual a la zona de rodadura intermedia de la estera HMa típico. Buscaron nuevas formas ondulantes.

los mismos principios de compac-tación se aplican al rodar WMa, op-eradores de rodillos sucede que tiene

una nueva tecnología en la colchone-ta para ayudarlos.

Chuck Deahl, antes de Bomag américas, dijo que la temperatura de una mezcla determina su viabilidad. Otro principio estable es la más grue-sa de la mezcla, más rápidamente se enfriará. los más variables de los en-cuentros estera, tales como los Mur-phy en la lista anterior, el menos tiem-po los operadores de rodillos tendrán para lograr la densidad.

Dr. ray Brown, director emérito del Centro nacional de tecnología de asfalto (nCat), dijo que los contrat-istas deben estar patinando esteras WMa de la misma manera que rodó esteras HMa con éxito. también en-contrarán más fácil WMa compacto, dijo Brown. la tecnología de calenta-miento de la mezcla es lo que hace viable a las temperaturas más bajas.

ahí está el quid de la cuestión para lograr la densidad con WMa mezclas. la tecnología cambia la mezcla de tal manera que la temperatura no es el mismo factor que dicta que es en el éxito de compactación HMa.

Una temperatura de 230 grados F inmediatamente detrás de la regla permite que el rodillo de distribu-ción para sellar la mayor parte de la densidad con una mezcla WMa de la manera 320 grados o más hicier-on por mezcla HMa. Mat temperatu-ras bajan de allí, pero a un ritmo más lento de lo que hacen cuando a partir de un alto nivel gracias a la física. las temperaturas más bajas no represen-tan la amenaza de agregar o integri-dad de la matriz ligante que menores temperaturas de HMa hacer gracias al arrastre de asfalto en la tecnología de WMa. Capataces verá el rodillo de acabado estática lograr densidad a temperaturas tan bajas como 140 o 150 grados F si están trabajando en una estera de WMa.

Si usted tomó mezcla caliente reg-ular y trató de rodar a estas temper-aturas, no tendría éxito, dijo Brown. Debido a la tecnología de WMa, las temperaturas más frías internas

permiten que el contratista lograr densidad con esteras WMa.

Warm-mix ha cambiado definitiv-amente los parámetros, John Ball de Calidad Superior Pavimentación, Manchester, nH, dijo. aunque al-gunos aspectos de rodadura se han vuelto más fácil, dijo el equipo to-davía tiene que ser fuerte. eso sig-nifica ser consistente.

Solíamos tener para sellar la es-tera mientras estaba caliente, dijo Ball. Solíamos tener una zona de 300 pies o menos balanceo detrás de la regla. Con WMa, sigue recibiendo a la derecha detrás de la regla para obtener los vacíos de aire fuera de la colchoneta. Sube a lo más rápido y ser más consistente con el patrón de rodadura establecidos. Usted no tiene el tiempo de una zona de roda-dura ahora. Quédate dentro de 250 pies de la regla en lugar de 300.

a pesar de que la bola va destacó la densidad rápidamente y de una manera metódica consistente, tam-bién compartió una buena noticia para moverse rápidamente. la aMM mat no corta la mayor cantidad cuan-do usted hace una parada, dijo Ball. no inclinarse para arriba en usted o corte en el que la forma en la colcho-neta muy caliente antes.

no importa qué tipo de mezcla o de la estera desea compacto, el éxi-to depende de la adhesión a las me-jores prácticas. Murphy y Bolas tan-to dicen a sus clientes para todos los pre-calentamiento del equipo de pavimentación y compactación an-tes de la puesta en marcha. la may-oría de los lectores saben que es sa-bio para cubrir cargas y les lance al sitio en camas aisladas. Por último, asegúrese de que el rodillo de dis-tribución pone en el tapete tan cer-ca detrás de la regla como sea po-sible para sellar huecos de aire y el aumento de la compactación tanto como sea posible en los primeros pa-sos, si usted está trabajando con una zona de rodadura de 300 pies o 250 pies rodando zona.

Los Principios Rodar WMA

30 october 2013

34 october 201334 october 2013

When the Oregon Department of transportation needed to

repave the busiest stretch of inter-state in the state this summer, Or-egon Mainline Paving (OMP) of Mc-Minnville stepped up to do the job. the section of I-84 near Portland that required work was a stretch be-tween I-5 and I-205 that hadn’t been repaved since 2002. according to ODOt, on an average day, more than 171,000 vehicles travel that stretch of road. that posed a significant safety issue for crews who would work both night and day paving. thus ODOt closed I-84 over the July 12 through 14 weekend to allow paving on the three eastbound lanes of the 5.5-mile stretch and closed the interstate over the July 19 through 21 weekend to al-low paving on the westbound lanes. that gave OMP 55 hours each week-end to get in, do the job and get out. they succeeded through the excel-lent planning of experienced workers.

MiLL, FiLL Logistics

by sanDy lenDer

Oregon Mainline Paving does excellent

asphalt job done in two fast-paced weekends

the CMI PtD 500 counter flow plant averaged 400 tPH of Superpave level 4 mix for the project. OMP located the plant in a nearby Baker rock quarry.


about 95 to 100 percent of OMP’s work comes from ODOt projects each year, according to Vice Presi-dent Matt Seehawer, who has been with the company since april of 2006. He started as a general man-ager and now oversees everything from production to testing to paving.

“My job is rewarding and fun on many levels,” Seehawer shared. He listed the industry itself as the no.1 part of his job that he enjoys the most. “I work in an industry of great people. I have experienced heavy highway construction in numerous states, within a variety of agencies, alongside plenty of contractors and

subcontractors, and the common de-nominator I have found is great peo-ple. I am proud to be a member of such a hard working, great group of people.”

the hard work that OMP does put the company in a unique position for the I-84 job. “true inlay/preservation paving work constitutes probably 60 percent of what we do annually,” Seehawer said.

When ODOt needed someone to mill and repave along I-84, heavy highway contractor OMP located its portable CMI PtD-500 counter flow plant at the Baker rock Farming-ton road Quarry, which is about 16

aBOVe: Matt Seehawer, the vice president for Oregon Mainline Paving explained that the paving team could make great strides with the complete closing of the freeway. “We achieved full smoothness/ride bonuses based on the current ODOt/FHWa Internation-al roughness Index requirements. Joint den-sity and mat quality were also enhanced with a full roadway closure.” rIGHt: an aerial pho-tographer captures OMP in bonus-worthy ac-tion as belly dumps deliver asphalt during day-time paving.

36 october 2013


miles from the work zone. the plant is rated for 500 tons per hour, but Seehawer explained they averaged a steady pace of 400 tPH.

“We placed 32,000 tons of mix in just under 80 hours over two week-ends,” he shared. “the average tPH was about 400; however, there were times when the plant was running at nearly 600 tPH.”

Seehawer explained that they lo-cated the plant in the quarry in part because Baker rock, OMP’s par-ent company, has a plant there al-ready. In the event of any troubles, the Cedarapids e-500 could serve

as backup. Baker rock is primarily a commercial aggregate provider in the Portland area which has a con-struction division that specializes in asphalt paving for county and city municipalities. “Baker has a long his-tory in the Portland metro market,” Seehawer said. “It’s a strong family business that is well respected. that reputation has been earned over many years and three generations of Bakers at the helm. they have great employees who work hard to get things done. We couldn’t have accomplished this project without their help and coordination.”

Coordination began with Plant Su-perintendent Bill Petrak, who has been with OMP for 27 years, and Plant Operator/Foreman John livran, who has been with OMP for 16 years. they worked round-the-clock shifts to produce the Superpave level 4 mix.

“Bill Petrak has developed an ex-tensive knowledge of asphalt plants over several decades of training and on-the-job training. He is known throughout the plant community as a guy who can trouble-shoot almost any plant problem from electrical to mechanical and still get the impos-sible done safely, on time and under

38 october 2013

budget. John livran is cut from the same cloth and trained by Bill to pre-pare for the worst and hope for the best. Between these two and their crews of oilers and heavy duty me-chanics, in over 80+ hours of continu-ous production time they were down a total of 45 minutes.”

the 80 hours Seehawer refers to include the two weekends of work. OMP’s contract allowed for the com-plete freeway closure to begin at 10 p.m. Friday. the milling, production and paving crews worked in concert to have the freeway open again by 5 a.m. Monday.

While Seehawer described the work zone being closed off from public traffic as “a luxury,” he ex-plained that the teams didn’t forget their safety training. “although pub-lic traffic was completely eliminated, the massive flow of construction traf-fic required to make this happen def-initely had its challenges and safety considerations as well.”

ODOt personnel report that by the end of the summer project, crews will have placed new asphalt over 31.5 freeway miles. While ODOt rec-ognizes that full interstate lane clo-sures cause some temporary incon-venience for motorists, “the rewards of a smoother and safer highway will last for many years.”

a journalist for the Oregonian summed it up nicely while report-ing on the second weekend clo-sure. an obvious local, Joseph rose posted on July 23, “as anyone who has traveled on the Banfield since it reopened on Monday knows, the smooth, quiet ride is worth every second of that shutdown.”

loGIstIcs• OMP closed I-84 eastbound,

including ramps, to traffic at 10 p.m. Friday

• 20 trucks per hour hauled away millings and brought fresh asphalt mix to the work zone

• OMP opened I-84 eastbound, including ramps, to traffic at 5 a.m. Monday

even with a work zone closed to surrounding, public traffic, the OMP crew used abundant lighting and reflective gear to keep personnel well lit and visible to backing trucks. the work zone was a busy place with 20 haul trucks per hour moving in and out with millings and asphalt among the oth-er working equipment.

ODOt admitted that full closures caused tem-porary inconvenience for motorists, but said the longterm benefits include: “the rewards of a smoother and safer highway will last for many years.”

the pickup machine charged the Cat 5022’s hopper with Superpave level 4 mix. Seehawer ex-plained that the windrow paving specified in Oregon didn’t require any remixing, thus the transfer machine served the purpose of getting the mix to the paver.

40 october 2013

Train foremen wiTh new skillsWhen it’s time to advance a work-

er to the role of foreman on the paving crew, of course you look at the skills he or she has gained while in your employ. also stop and con-sider what skills that person might be missing. Yes, you’re rewarding him for the good work performed so far and building upon the knowl-edge he has as you move him to the new position. Set him up for maxi-mum success with tools he might

not have had access to while operat-ing the roller, running the screed or maintaining the paver. By seeing to this person’s success as a new fore-man, you also see to the success of the crew and each project overall.

“the foreman can end up being the least trained for the job,” John Ball said. as the proprietor of top Quality Paving, Manchester, n.H., and a longtime consultant in the pav-ing industry, Ball has helped lead

workers into supervisory, leadership and training roles. “We take time with the laborer, showing him how to work the lute or get mix to the mat. We take time with the paver opera-tor, showing him how to maintain a consistent speed. But the owner as-sumes the foreman knows what he’s doing. We take him off the screed and make him a foreman.”

Imagine the frustration that can cause the worker. Daniel Connelly is

by sanDy lenDer

42 october 2013

the vice president of equipment ser-vices at Oldcastle Materials. While preparing for next year’s COneXPO-COn/aGG opportunities, he shared with the world’s largest construction exhibition audience that, “What’s most helpful is to understand what the foreman’s responsibility and frus-trations are. You need to understand what they consider to be the block-ers to better production. It’s a lot more ask, and a lot less tell.”

the person doing the asking is the project manager. In a perfect world, the foreman answers to the proj-ect manager. this is the person who teaches the foreman the extra skills that didn’t come from running the paver or dumping the trucks. the first thing the project manager needs to share with the foreman on any job is, sadly enough, the paperwork.

the foreman needs to know the estimate and the items on the job. By knowing how the job was estimated, he knows whether the company will be paid for tons placed or for hours worked. He knows whether the

number of square yards is the pay factor versus the number of tons.

this makes a difference in the way he looks at the job because it makes a difference in the way his employer is paid for the job. no matter how the company gets paid, he wants to turn out a quality pavement that will reflect well on the crew and compa-ny and will put the company at the top of the list when it comes time for hiring in the future, but he must take pay factors into consideration to make sure he doesn’t overspend time or product or manpower on items that take away from the job.

Items on the job can include whether or not your crew is installing curbs and gutters; will the crew be responsible for guard rails and sign placement; will the general contrac-tor take care of striping and rumble strips or is a subcontractor showing up at a certain date and time, etc. these items take time, planning, ma-terial, attention to detail, manpower, scheduling and in the end are part of the costs of the job. You wouldn’t let

the number of trucks delivering per-ishable mix to a highway job be a sur-prise for the foreman; don’t let the number of parking stalls you need to paint during a commercial job be a surprise for him either.

the employee described so far is one with multiple skill sets. For Matt Seehawer, the vice president at Ore-gon Mainline Paving of McMinnville, Ore., the top qualities management at OMP looks for in a paving foreman start with leadership. they include attention to detail, a safety mindset and the ability to communicate.

“they must handle stress and pav-ing under pressure,” Seehawer be-gan. “accuracy in all aspects of man-aging the paving process such as quality take offs, panel layout, inter-sections, cut offs and grinder/HMaC yield management. attention to de-tails such as joint work, take-offs, guardrail flares, and any mat defect that could affect density, ride or ap-pearance. every supervisor has to hold safety in the highest regard when working in such dangerous

leFt: Clint Haynes, on the far left, is a new foreman on the aPaC crew in Birmingham, ala. John Ball of top Quality Paving works with the crew a few weeks out of the year and said Haynes is an up-and-coming worker with a fine set of skills that his team can be proud of. the gentleman to the right of and behind Haynes is the chief mechanic for the crew. Ball said he’s out with the paving crew on the job to be sure everything stays running smoothly, working hand-in-hand with the foreman and equipment operators .aBOVe leFt: rui Vilamarim, at left, has been a foreman for Brox Industries in Mas-sachusetts for about fifteen years. John Ball of top Quality Paving, pictured on the right, said the young man uses a roadtec paver and knows how to measure yield like a pro. “He’s easy-going, mild-speaking and the perfect guy you want to work for,” Ball said. aBOVe rIGHt: Bob Costa, on the left, is the contracting divisional manager at Brox Industries. John Ball is the proprietor of top Quality Paving and has been working with Costa for about 17 years. Ball said Costa is an excellent supervisor and manager who takes time to help employees gain knowledge and skills on the job.


conditions. He must be able to read-ily and actively communicate with his crew, peers, plant, trucks and man-agement.”

Seehawer was proud to offer one of OMP’s employees as a great example of a well-trained and skilled foreman.

“rick rhodes has been with our company for 28 years,” Seehawer said. “He has learned under some of the best paving foremen and super-intendents ever to pave in the state of Oregon. I have complete confi-dence in rick to handle every pav-ing situation correctly. His ability to interact with and lead his crew one minute while negotiating a change with a state inspector the next is what sets him apart from most pav-ing guys. His ability to work in a high stress environment day in and day out is a testament to his ability to manage the work and lead people. When people think of OMP I hope they think of rick rhodes.”

the attributes Ball and Seehawer list for the paving foreman are the types of skills and qualities you want to reward when you find them in an employee. Positively reinforce the attributes you want to see more of and promote workers accordingly. Just be sure each promotion is met with additional skills training to help the worker succeed in the new post.

Finally, at the end of the day, the foreman is the one who goes over the job and looks at what the crew has accomplished so far. look at the lines. look for stopmarks. Check the curbs to be sure there’s no overspray of tack or globs of mix. Pick up stray tools or set signs back up where they should be. We want to be proud of the job we’ve done and that includes the newly trained foreman. as Old-castle’s Connelly pointed out, en-gagement is part of the reward.

“People are very much motivat-ed when they get to see their fin-gerprints on the process,” Connelly shared with the COneXPO-COn/aGG web base. “In other words, you empower people to improve the pro-cess, and then part of the reward is their fingerprints on process. they do have a stake in this; they’re not just told what to do.”

the foreman’s KnowleDGe WItH JOHn Ball

each project will have variables that the foreman will need to know. If the project manager or superintendent assigned to the project doesn’t communicate information from the estimate to the foreman, then it is the foreman’s responsibility to seek out that information. throughout the job, he or she needs to stay aware of three important factors. Cost. time. Yield.1. coStHow was the job bid? Was it bid by the ton, by the square yard, or by lump sum?2. tIMethe foreman needs to know how long it takes the plant to fill the type of truck being used on the job. Starting with how many tons an hour the plant is running, figure the paving speed based on how deep and wide you’ll lay the mat. Be aware that you can’t speed up the plant without compromising mix quality. You also can’t speed up the paver to clear a line of trucks waiting to deliver mix without compromising mat quality and density. timing is a skill the foreman will learn from the project manager/superintendent and will hone with time, training, and experience.3. yIeLDthe crew must know “where” they are at all times in relation to the amount of mix produced and the amount of mix on the ground. the foreman tells them when they’ve hit the mid-point of the project tonnage-wise. He needs to know if they’re about to overrun. He tracks this by monitoring yield.

the team at Modern Paving load out trucks and send them to the paving site according to a strict timing regimen to prevent timing problems. the foreman who knows when each truck is scheduled to arrive and how much mix is on each truck has a better chance of monitoring yield and leading his paving crew to a successful finished project. Photo courtesy of Asphalt Drum Mixers, Huntertown, Ind.

44 october 2013

Maine Uses RAPfor Shoulder Base

a small crew from Bruce a. Manzer, Inc., of anson, Maine, put the unique features of a small paver to use this summer to

place reclaimed asphalt pavement (raP) as base material for re-built shoulders in the state’s north woods. On a reconstruction of Maine S.r.4 near rangeley, in the heart of a vintage new eng-land resort area, Manzer was rebuilding 33,000 square yards of shoulder as part of a 5-mile-long road renovation project.

46 october 2013


In cramped roadside condi-tions, a skid steer loader carried raP from a supply truck to the left-hand open leaf of a Vogele Super 700 hopper. Once filled, the Super 700 would then ele-vate the leaf to a more vertical position to channel the raP to the conveyor for placement, and then would open the leaf again so the skid steer could charge the hopper with raP again.

the crew placed the formerly 3-foot shoulder at 3 feet, 9 inch-es wide to provide adequate

backup on the outside of the shoulder. a Hamm HD 12 roller then compacted the raP base material prior to overlay with vir-gin mix.

“We’re putting down a re-cycled raP,” Bruce a. Man-zer, president of the company, said. “It’s made up of fines out of our crushing operation that processes raP for our ‘hot top’ plant, 7/16 minus.”

Why use the Super 700 for this application? “Most wouldn’t think of using it on a project

after the skid steer delivered raP to the paver, the operator raised the left hopper wing to direct the mix.

a skid steer collected mix from the haul truck and delivered it to the hopper of the Super 700 paver.

48 october 2013

like this, but we did 5,375 lineal feet of this yesterday in three locations, moving twice,” Man-zer said in June. “I don’t know how you could place shoulders any more effectively, and as you can see, after compaction there are very few places where they have to go back for deviations.”

Manzer used the Super 700 on a trench job in new Hamp-shire in which they placed mix 4 inches deep on gravel. “We laid 215 tons in one hour, pushing triaxles on gravel uphill using

the Super 700,” Manzer said. “It’s just a big paver shrunk down with enough horsepower to do the job. We use it whenever we can because it saves on labor and backaches….If the job is 30 feet long, we’ll go grab it. If it’s 300 feet long, we’ll go grab it. If it’s 3,000 feet long, we’ll go grab it.”

Manzer’s Super 700 gets en-vious looks from other contrac-tors he said. “It’s the only one in the state, and everybody else who doesn’t have one wants to use ours.”

a Hamm HD 12 compacted the raP base before the team placed the virgin material sur-face course.

a Maine DOt inspector checks slope.


that's a good idea

Keep an Eye on Conveyors

the crew at Hardrives, Inc., Min-neapolis, works in Minnesota,

north Dakota and South Dakota on highway, street, sidewalk, parking lot, driveway and foundation proj-ects. they’re celebrating their 50th year in the paving business in 2013 and have found innovative ways to improve safety and efficiency along the way. During a project where I consulted with them, the mechanic

installed this easy system on the paver to help the operator keep track of yield.

He has already bolted a tube to the tractor frame and has slid the ½-inch conduit steel pole into the tube. When the pole is in the right position, he’ll tighten a nut to hold the pole in place. With an adjust-ment of the nut, the pole can be raised or lowered to adjust height.

a convex mirror has been affixed to either end of a bar across the top of the pole. the mirrors are set on an angle and can be adjusted for the paver operator to see down into the hopper. He will be able to see when the conveyors start to run empty.

John Ball is the proprietor of Top Quality Paving, Manchester, N.H. You can contact him at (603) 493-1458 or [email protected].

by john ball

the mechanic for Hardrives, Inc., will turn the pole 180 degrees so the convex mirrors are positioned so that the paver operator can view the hopper.

52 october 2013


equipment gallery

Milling Machines Anticipate OSHA Limits

From spray bars to fans that suck silica dust into reservoirs to water droplet size, the asphalt paving industry has

been hard at work ensuring the safest environment for those who perform recycling operations. the Occupational Safety and Health administration (OSHa) shares that goal and pro-posed in august a permissible exposure level (Pel) for sili-ca dust. the national asphalt Pavement association (naPa) shared in a press release that the proposed level is more strin-gent than current regulations.• Here’s the proposal: “the proposed Pel for silica dust

is now set at 50 micrograms of respirable crystalline silica per cubic meter of air (50 µg/m3). this is consistent with the national Institute for Occupational Safety and Health’s (nIOSH) current recommended exposure level (rel) for sil-ica, and will provide greater protection for those who work with materials that cause silica exposure. Silica, a known carcinogen, is also known to cause silicosis, a restrictive lung disease.”

• Here’s how or why that affects the asphalt industry: “For the asphalt pavement industry, dust from roadway milling operations is the greatest potential source of silica expo-sure for workers.”

• Here’s what the asphalt industry has been working on to mitigate exposure: “Over the past decade, the Silica/

Milling Machine Partnership has worked to identify sim-ple retrofits for existing milling machines that effectively reduce potential silica exposure below OSHa’s new pro-posed Pel.”eric Baker of roadtec in Chattanooga, tenn., shared with

AsphaltPro that previously, OeMs were using water spray

the proposed permissible exposure level (Pel) for silica dust is now set at 50 micrograms of respirable crystalline silica per cubic meter of air (50 µg/m3), which is consistent with the national Institute for Occupational Safety and Health’s (nIOSH) current recommended exposure level (rel) for silica. the Silica/Milling Machine Partnership has been working to-ward the right technology to meet low Pels with existing equipment.

54 october 2013

systems to meet and exceed original exposure lim-its. through the Silica/Milling Machine Partnership, re-searchers and OeMs tested such things as best nozzle placement, etc., in regard to the water spray systems. “there was a lot of testing done with different nozzle configurations, nozzle types as well as different pres-sures and flow rates,” Baker shared. “It was shown that a system with higher flow rate and a lower rela-tive pressure than some other systems worked best. this is where the larger water droplet size seemed to work best. High pressure water systems were able to meet the limits as well. all this data and configurations were shared between all the OeMs.”

that ongoing cooperation is why Baker and naPa officials speak with confidence in terms of meeting the regulation.

“the Partnership is committed to doing the best work possible to ensure that workers are safe and that any silica exposure is reduced to the absolutely lowest level possible,” tony Bodway said. He’s the operations manag-er for Payne & Dolan, Inc., in Wisconsin and the chairman of the Silica/Milling Machine Partnership. “these are com-plicated field trials with lots of coordination and effort, all while working alongside gov-ernment occupational health agency personnel. everyone involved has been focused on ensuring we do our best.”

naPa states that the pro-posed Pel is achievable, but as part of the federal rule-making process, naPa officials will file comments of-fering suggestions to help better calibrate the rule to the industry’s exposure potential.

“I have every confidence that the new limits will be met and that we can and will provide a safe work en-vironment for the operators,” Baker said. “extensive testing will be done to ensure that the solutions we do come up with will meet these new limits and will give everyone the confidence that the work environment is safe. the OeMs were able to meet the previous limit and if OSHa deems that this next level is necessary to provide a safe work environment, then we will do whatever it takes to meet the new limit.”

nIOSH is expected to release in the coming months a best practices document for roadway milling based on the work of the Silica/Milling Machine Partner-ship. this document will provide a simple roadmap to ensure that any dust generated during milling operations is well-controlled and that workers ex-perience a safe workplace.

“iT was shown ThaT a sysTem

wiTh higher flow raTe and a lower relaTive pressure Than some oTher sysTems worked

besT. This is where The larger waTer

dropleT size seemed To work

besT.”—eric baker


equipment gallery

IrocK rAPSthe rDS-15 Horizontal Impact Crushing Plant from IrOCK Crushers of Valley View, Ohio, is a rapid de-ployment system for portability and rapid set-up. the company describes it as a versatile, compact crushing and screening system that can process a variety of products including smaller materials such as reclaimed asphalt pavement (raP).

It is powered by a 350-horsepower Caterpillar® C-9 aCert tier 3 engine to process up to 350 tons per hour (tPH). It is a self-contained plant with on-board power. It features three outlets for power-ing optional auxiliary conveyors. the closed circuit design gives the option to recirculate material that needs further sizing.

the machine features a 5- by 14-foot, double-deck huck-bolted screen frame. It includes a heavy-duty, 40-inch by 14-foot vibrating grizzly feeder.

For more information, contact (866) 240-0201 or [email protected]. Let them know you saw it in asphaltPro Magazine.

tecHNIcAL ceNter teStS AGG SAMPLeSeriez® officials state that the company’s techni-cal center employs experienced and credentialed engineers and technicians to test customers’ sam-ples to determine the most efficient and profitable ways to process or handle materials. they explain that the technical center has more than 100 types of permanent magnetic, electromagnetic, vibrato-ry, screening, electronic metal detecting, hydraulic and flotation equipment to handle a wide variety of materials.

the technical center is located in erie, Pa., which is the site of eriez’ world headquarters. It first went into operation in 1964 and has conducted applica-tion tests numbering in the tens of thousands.

“tests range from evaluating material flow on a vibratory feeder to classifying minerals through flo-tation technology and identifying contaminants in products,” Greg nowak, technical director, said. “In addition to these routine material tests, pilot scale tests are also conducted in the technical center to

IrOCK’s rDS-15

56 october 2013

equipment gallery

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equipment gallery

evaluate various equipment combinations to provide the best processing solutions.”

the technical center also offers testing equipment for flowsheet development, determination of potential use, characterization of product, best handling procedures or best separation approach for sample materials. Visual in-spection and basic assessment of each sample are standard.

For more information or to schedule a visit, go to www.eriez.com/Resources/TechicalCenter. Let them know you saw it in asphaltPro Magazine.

AUtoMAte VIScoSIty teStBrookfield engineering, Middleboro, Mass., has released its rheocalct Software to give lab techs control of both instrument and test parameters. rheocalct is designed to give the operator the ability to fully automate vis-cosity testing from a dedicated PC when using the new DV3t touch Screen rheometer and the new DV2t touch Screen Viscometer. First, the user interface for rheo-calct presents choices for test method creation and data gathering/analysis. loop functions allow performance of repetitive tasks on test samples that require viscos-ity measurement at multiple rotational speeds, different temperature set points and discreet time intervals. Vis-cosity data averaging is now possible for individual tasks within a test step or over multiple steps in the total test program. rheocalct collects data from the instrument and allows it to be saved, viewed, printed, plotted and analyzed. QC limits for acceptable viscosity values can be displayed directly on the data graph so that pass/fail decisions can be made on visual inspection. Data man-agement options include export of data files to excel or to read-only PDF formats. File extension for data man-aged within rheocalct software is .vdt. Data files can be shared with other users who run rheocalct on their PCs so that analyses can be reviewed in group discussions. rheocalct is designed to be used with any PC that runs Windows 8, 7, Vista or XP. Processor speed should be 2 GHz or higher. Minimum raM requirement is 1GB. two USB ports are recommended to support viscosity testing

with concurrent temperature control using a Brookfield accessory, such as tC Circulating temperature Bath or thermosel System.

For more information, contact (800) 628-8139 or (508) 946-6200. Let them know you saw it in asphaltPro Magazine.

berGKAMP FILLS HoLeSWith the introduction of a new spray injection patch-er product family, Bergkamp, Inc., Salina, Kan., offers a complete suite of pothole patching solutions. the truck-mounted SP5 and SP8 spray injection patchers are equipped with a dual chamber (60/40) aggregate hopper to allow the distribution of two different gradations of ag-gregate for repair of deeper potholes. a version with au-tomatic operations from the cab is available in addition to manual operations from the ground in front of the truck. the front-mounted boom provides a working radius of up to 13 feet. te SP5 and SP8 are available as a complete package with a truck chassis of the customer’s choice. the units are also available to be custom-mounted on a cus-tomer’s conventional or cab-over chassis.

For more information, contact (785) 825-1375 or [email protected]. Let them know you saw it in asphalt-Pro Magazine.

Brookfield’s rheocalct Software Bergkamp’s spray injection patcher

58 october 2013

here's how it works

The crew spreads dry additive and aggregate on the surface of the pavement to be reclaimed.

Step 1The RM500 advances at a speed of 2 mph.

Hydraulically adjustable front door

Breaker bar

Additive

Asphalt

Aggregate base

Emulsion nozzle

Water nozzle

Hydraulically adjustable rear door

Step 2

Cut pavement is pulverized against heavy-duty breaker bars in the mixing chamber while optional emulsion and water nozzles inject material to combine with the churning ingredients.

Step 4

The rotor turns at one of three speeds, undercutting the pavement.

Step 3

The rotor has three speeds:First @2100 engine rpm = 110 rpmsSecond @2100 engine rpm = 152 rpmsThird @2100 engine rpm = 205 rpms

Caterpillar’s RM500 ReclaimerWhen a crack in a pavement ex-

tends beyond the hot mix as-phalt (HMa) pavement layer into the crushed stone base layer below, a simple chip seal process or thin overlay won’t solve the mechani-cal problem. Base cracks will reflect to the surface before long. the bet-ter pavement maintenance solution could be a mill and fill or an in-place reclamation project.

the team at Caterpillar Pav-ing Products, Peoria, Ill., offers the rM500 road reclaimer to perform full-depth reclamation projects. It’s designed to ensure mix homogene-ity and proper gradation. Here’s how it works.

If required for the job, the recla-mation crew first spreads dry addi-tives and/or aggregate on the exist-ing roadway that is to be reclaimed.

the rM500 advances along the ex-isting pavement at a speed of about 20 feet per minute.

the 540-horsepower C15 engine with aCert™ technology powers the cutter rotor. the rotor turns at one of three speeds while the teeth on the drum undercut the pave-ment and a portion of the aggre-gate base, effectively breaking up the existing road and mixing it with the base material. a single pass typically doesn’t exceed 8 inches in depth and cuts at a width of 96 inches.

the motion of the rotor throws the material in chunks against the heavy-duty breaker bars in the mix-ing chamber, which assist in sizing the material. If the application re-quires it, an optional emulsion pump injects emulsion into the chamber

or an optional water pump injects water into the chamber—both at a controlled rate to ensure proper amounts per volume of material. the rotor mixes the reclaimed pave-ment with the portion of the base along with any introduced aggre-gates and additives.

as the rotor turns, it lays the re-claimed mix down beneath the hy-draulically adjustable rear door, which functions like a screed, ensur-ing uniform material depth. the op-erator raises the door to allow mate-rial to exit the mixing chamber more quickly, resulting in larger gradation. lowering the door keeps material in the chamber longer and produces smaller gradation.

For more information, visit www.cat.com. Let them know you saw it in asphaltPro Magazine.

60 october 2013

here's how it works

Place the sample in the gyratory compactor and specify the number of gyrations the sample should undergo.

Step 1

The gyratory compactor compacts the sample.

Step 2

The resulting specimen moves to the next stage. If the spec requires it, place the compacted puck in a RTFO to simulate short term aging of the binder for testing prior to testing in the wheel tracker.

Step 3

Place the puck in the Hamburg immersion wheel tracker to test resistance to rutting and moisture-induced damage.

Step 4

Stainless steel wheels inside the chamber move back and forth across the immersed samples.

Step 5

Gilson’s Gyratory Compactor, Wheel Tracker LineupWhen designing an asphalt mix, de-

sign testing requires the lab tech to gather as much information from the mix as possible before production be-gins, including information about speci-men compaction properties and how the resulting mix can resist the com-bined effects of rutting and moisture-induced damage. Gilson has teamed up with James Cox and Sons to pro-vide a testing equipment lineup that includes the Superpave Gyratory Com-pactor and Hamburg Immersion Wheel tracker to determine optimal mix prop-erties. Here’s how the lineup works.

to begin, the lab tech places an as-phalt mix sample in the gyratory com-pactor. He specifies either the number of gyrations the sample will undergo or a target density the sample will reach

as a means to end the compaction cy-cle. the machine compacts the sample by gyrating the longitudinal axis of the mold at a fixed angle while the platens are held parallel and horizontal.

Once the gyratory compactor has compacted the test samples, the tech will place the resulting specimens in the Hamburg immersion wheel tracker to evaluate them for resistance to rut-ting and moisture-induced damage. He selects the number of passes and de-fines the required load on the sample. Stainless steel wheels move back and forth across the immersed samples un-der regulated load, speed and temper-ature while the machine continuously monitors and records rut development. Generally, an excess of 10,000 passes is required to show damage; the tech

can program the unit to shut off after a specific number of passes or when a rut exceeds maximum allowable depth.

If the spec requires it, the bind-er’s resistance to deformation and moisture-induced damage is tested with the MO-30 rolling thin film oven (rtFO). Before placing the compact-ed puck in the wheel tracker, the tech simulates the short term aging of binder that takes place in the field by placing it in the rtFO for a speci-fied length of time. the rtFO values are derived from measurements of binder properties before and after con-ditioning in the oven.

For more information, contact Mitch Holdren at [email protected] or (800) 444-1508, x835. Let them know you saw it in asphaltPro Magazine.

62 october 2013

COMING SOON!

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64 october 2013

almix ........................................19tel: [email protected]

argo Industries .........................31Contact: Paul Vandermolentel: 1-800-244-2746Or 262-781-3995Cell: [email protected]

asphalt Drum mixers……48, 50-51 Contact: Steve Shawd or Jeff Dunnetel: [email protected]

astec, Inc. .............. .29, 32-33, 64Contact: tom Baughtel: [email protected]

b & s light Industries ......... 14-15Contact: Mike Youngtel:[email protected]

ceI ............................................. 4tel: [email protected] www.ceienterprises.com

c.m. consulting .......................65Contact: Cliff Mansfieldtel: [email protected]

Dillman equipment ............ 24-25tel: 608-326-4820www.dillmanequipment.com

e.D. etnyre ...............................49Contact: [email protected]: 800-995-2116www.etnyre.com

ergon Inc ..................................11Savemyroad.com

fast-measure ............................64tel: 888-876-6050www.Fast-measure.com

Gencor Industries .....................13Contact: Dennis [email protected]

heatec, Inc. ....Inside front coverContact: Sharlene Burneytel: [email protected]

Gilson .......................................56Contact: Jim Biblertel: [email protected]

humboldt manufacturing ........28Contact: robin Baileytel: [email protected]

KPI-jcI and astecmobile screens .........................45Contact:tel: 605-668-2425

meadwestvaco .........................39tel: 800-458-4034www.evotherm.comwww.mvw.com

meeker equipment ..................55Contact: Jeff Meekertel: 215-361-2900Cell: [email protected]

reliable asphalt Products, ................... back coverContact: Charles Grotetel: [email protected]

roadtec ..................................7, 9Contact: Salestel: [email protected]

rotochopper, Inc ....................Inside back covertel: [email protected]

rushing enterprises .................53Contact: Darrell Martintel: 800-654-8030Dmartin@rushingenterprises.comwww.rushingenterprises.com

stansteel asphalt Plant Products… .........59Contact: Dave Paynetel: [email protected]

stansteel ...................................41Contact: Dawn Kocherttel: [email protected]

surefit Parts, Inc .......................53Contact: Scott Stephenstel: 253-426-1025Cell: [email protected]

systems equipment .................27

Contact: Dave enyart, Sr.tel: 563-568-6387Dlenyart@systemsequipment.comwww.systemsequipment.com

tarmac International, Inc ..........17

Contact: ron Heaptel [email protected]

top Quality Paving ...................65

Contact: John Balltel [email protected]

willow Designs .........................53

Contact: Jerod Willowtel: [email protected]

wrt equipment .......................53

Contact: Dean taylortel: 800-667-2025Or [email protected]

AsphaltPro’s Resource directory is designed for you to have quick access to the manufacturers that can get you the information you need to run your business efficiently. Please support the advertisers that support this magazine and tell them you saw them in AsphaltPro magazine.

resource directory


Liquid Asphalt Cement Prices—average per ton

Company, State May ’13 Jun ’13 Jul ’13 Aug ’13

ConocoPhillips, Tenn. $550.00 $550.00 $550.00 $565.00

NuStar energy, Ga. 555.00 600.00 620.00 585.00

NuStar energy, N.C. 555.00 600.00 620.00 587.50

NuStar energy, Va. 575.00 625.00 625.00 590.00

Assoc’d Asphalt inman, N.C. 560.00 590.00 585.00 600.00

Assoc’d Asphalt inman, S.C. 565.00 590.00 590.00 600.00

Assoc’d Asphalt inman, Va. 550.00 585.00 585.00 600.00

Marathon Petroleum, Tenn. 550.00 550.00 550.00 565.00

Marathon Petroleum, N.C. 535.00 535.00 535.00 555.00

Valero Petroleum, N.C. 560.00 590.00 595.00 600.00

California Average 548.80 543.80 559.20 592.30

delaware Average 561.67 595.00 600.00 578.33

Kentucky Average 546.25 546.25 542.50 553.75

Massachusetts Average 620.00 620.00 607.50 592.50

Missouri Average 535.00 533.75 540.00 547.50

data for Southeast region, Source: ncdot.org; data for Massachusetts, Source: mass.gov; data for California, Source: dot.ca.gov; data for Missouri, Source: modot.mo.gov; data for Colorado, Source: CdOT and Cenovus

Sources: energy information Administration

Crude Oil Activity (u.S. Crude)

futures spot data stocks

May 3 $95.61 395.5 m bbl

May 10 $96.04 394.9 m bbl

May 17 $96.02 394.6 m bbl

May 24 $94.15 397.6 m bbl

May 31 $91.97 391.3 m bbl

Jun 7 $96.03 393.8 m bbl

Jun 14 $97.85 394.1 m bbl

Jun 21 $93.69 394.1 m bbl

diesel Fuel Retail Price (dollars per gallon)

May 6 3.845

May 13 3.866

May 20 3.890

May 27 3.880

Jun 3 3.869

Jun 10 3.849

Jun 17 3.841

Jun 24 3.838

the last cut

Lessons in Crude Oil Transportationby sanDy lenDer

When I was a young girl, I read the laura Ingalls Wilder series of books during summer breaks. Plural. It’s been

a while now, so I don’t remember whether it was Charles Ingalls or almanzo Wilder who told laura that you have to make hay while the sun shines. that’s what the nuStar ener-gy and Valero Petroleum executives of the United States are doing now while increasing the number of barges, trucks and rail cars transporting crude oil around the continent. they’re making hay while the sun shines.

refiners and suppliers are transporting as much crude oil and derivative products as they can while the prices per bar-rel are high. not enough pipelines to move all that product? no worries. Put it on a train.

In a recent Wall Street Journal online article, a simple graph showed the amount of crude oil transported by rail, road-way and waterway had climbed from about 200 million bar-rels in 2010 to almost 400 million barrels in 2012. WSJ got its stats from the energy Information administration (eIa). that’s about double in two years. that’s about mind-boggling.

Going back to my little House on the Prairie education, let’s take a look at a summer when locusts showed up at the Ingalls farm devouring every green thing in sight. Pa Ingalls built small fires around the perimeter of his field to drive thick smoke among the plants; the locusts couldn’t be deterred. they ate up his crops and Ma’s garden, but laura noticed the flock of chickens acting strangely. the birds ran to and

fro gobbling down locusts as fast as their beaks could peck them up. Caroline Quiner Ingalls told her girls they should be thankful that they wouldn’t have to buy chicken feed. She told them, “there’s no great loss without some small gain.”

What’s the small gain our industry sees from an eagle Ford South tex-as oil field sending 500,000 barrels a day down a rural road that was orig-inally built for an average daily traf-

fic (aDt) of about 10 cars an hour? WSJ reports, “the texas legislature appropriated $450 million in 2013 to repair and improve roads in oil-producing counties.”

Investing in local infrastructure means a better local econ-omy, more jobs and safer roadways. With increased crude oil supplies in the United States, the dependence on imports drops. When pipeline projects are allowed to commence or be completed, local infrastructure damage may decrease with a decrease in truck and port and barge use for transport of crude oil and derivative products.

“The Texas legislaTure

appropriaTed $450 million in

2013 To repair and improve roads

in oil-producing counTies.”

66 october 2013

PO Box 519, Shelbyville KY 40066 • Fax 502.647.1786

Inc.

VIEW ALL OUR INVENTORY ONLINE AT:

www.ReliableAsphalt.com866.647.1782

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• 114” x 52’• Slinger Inlet• Recycle Collar

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RAP-13055 CEDARAPIDS E500 COUNTERFLOW DRUM MIXER

RAP-13915 ASTEC 58K CFM BAGHOUSE

• RBH-58:DB 98-007• Horizontal Cyclone• Auger Dust Return System• Skid Mounted Arrangement

8’ Astec Double BarrelNominal 70,000 CFM Baghouse w/ Horizontal Cyclone5 Bin Cold Feed SystemVirgin Screen and Scale ConveyorRap BinRap Screen and Scale ConveyorControl House w/ Plant Controls

RAP13879 – 1994 400 TPH Astec Double Barrel Plant

• Portable UDP 400 Ultradrum Drum Mixer

• Portable 182 Rotoair Baghouse

• (2) Skid-Mounted 30,000 GAL AC Tanks

• 5 Bin Portable Cold Feed System

• 10x15.5 Skid-Mounted Rap Bin w/ 36 in Feeder

RAP-13444 2000 GENCOR DRUM PLANT

• (2) 200 Ton Silos• Clam Shell Gates• 5 Ton Bintop

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• (1) Transfer Slat • 36in x 88ft Main

Drag Slat w/ Oil Heat

RAP-13697 STANDARD HAVENS SILO SYS.

• NEW Full Modulating Powerflame Burner

• Rebuilt Viking Pump• Updated Electric

RAP-13806 HEATEC 2.0 MBTU HOT OIL HEATER

• Single Tire Design• Fugitive Fan

RAP-13789 6X18 DILLMAN DUO DRUM

• Split Level Design• Office• Bathroom

RAP-13914 ASTEC CONTROL HOUSE

Documents

October 2013 - Asphalt Pro