asphalt pro - september 1409

september 2014

Automate & Control Production & Paving

Ultimate Automation How-to pg.18Gm Chooses Asphalt pg.50

Innovate with Feds pg.44tech in Clouds pg.32

stay safe:Look Up

AspHALt ControLs’ next step

pg. 38

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Unmatched overfill protection ad.indd 1 8/1/14 8:48 AM

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contents

On the CoverThe Oldcastle Materials company includes controls systems from Libra at a number of its allied plants. See related story on page 38. Photo courtesy of Libra Systems, Harleysville, Pa.

SEPTEMBER 2014

Automate & Control Production & Paving

Ultimate Automation How-to pg.18GM Chooses Asphalt pg.50

Innovate with Feds pg.44Tech in Clouds pg.32

Stay Safe:Look Up

ASPHALT CONTROLS’ NEXT STEP

pg. 38

Departments

Editor’s Note5 Teach Technology

Around the Globe6

Safety Spotlight8 Colorful Cones Communicate in the ZoneBy AsphaltPro Staff

Mix It Up10 NCHRP Gets a Hand from Asphalt IndustryBy AsphaltPro Staff

Equipment Maintenance12 Prevent Seizing, Galling, Corrosion Even at High TempsFrom Henkel Corp

Project Management14 Shine Light on Tacking ProjectsBy AsphaltPro Staff

Equipment Gallery52 Technology Automates Multiple Equipment OfferingsBy AsphaltPro Staff

Here's How It Works62 Trimble’s Connected Site®

Last Cut66 Hidden Upside to Crude VolatilityBy AsphaltPro Staff

articles

18 Here’s How to Use AutomationAsphaltPro gives your crew the definitive primer on popular, current work zone automationBy Sandy Lender

32 Asphalt in the Cloud with DiamondsMIXLink dials Blue Diamond Materials’ California plant into the informatics ageBy Toby Wiik

38 Plant ControlsBy Sandy Lender

42 That's a Good IdeaKeep a Skid Steer on the ProjectBy John Ball

44 FHWA Seeks Innovative TechnologiesBy Scott Nazar

50 Status MattersGM selects asphalt for Corvette track, team selects quality all aroundBy AsphaltPro Staff

60 Write to Your LegislatorsBy AsphaltPro Staff

42

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teach technologyWhen it comes to software programs, on-line platforms, computer upgrades, net-worked systems or new technologies, I can nerd out with the best of the Big Bang Theo-ry fans. The hang-up I have is a low tolerance for technology-related problems. If a new app for my smart phone—or a substandard app-builder—doesn’t install easily or at least have steps that follow some semblance of a logical pattern, I get fussy with it. I like my technology to be somewhat intuitive so it doesn’t take an advanced degree in computer programming to work it. The geek in me says, “I’m an editor, Jim, not a software developer.”

Apply this concept to the members of the paving crew. The fellow who advances from ground man to milling machine operator or from dump man to screed operator would not necessarily enjoy being promoted to a network systems manager.

Why would we take a lute out of a person’s hands and point at an electric-looking box newly attached to the back of the paver and say, “there—that’s going to make the grade and slope come out right; use it.” We wouldn’t do that.

Instead, we offer them training on the new technology. OEMs and consultants teach members of the team how to use automation in the work zone and controls at the plant/recycling facility to ensure new technologies improve quality and operations as they’re meant to do. When crew members need a refresher course, OEMs and consultants are on the job for that as well.

Let’s keep in mind that any student can forget a step here and there. Any operator can have a mechanical problem with a machine that results in a need to re-set automatic con-trols. Does each member of your crew know how to recalibrate the system on the milling machine, paver, roller, etc.? Or is your screed operator wired like I am? Does he stare at the box on the back of the tractor with a string of expletives running through his head thinking he’d have been better off paving the old-fashioned way instead of relying on a piece of tech-nology that isn’t doing what he thought it should be doing?

In this issue of AsphaltPro, we sample a variety of innovations and technologies designed to make quality projects easier to attain. We also get into the training and teaching basics for some of those technologies.

Remember that your crew members need a refresher course once in a while. When something challenging or unexpected happens on the job, it’s natural to have frustration creep into the equation. Let’s work on ways to ease the angst and make questions and com-munication acceptable for all. Training, teaching, coaching and consulting should remain legitimate ways to keep new technology and new practices working on your equipment and your jobs. That’s how to ensure you’re getting your money’s worth out of the automation and controls in which you’ve invested.

Stay Safe,

Sandy Lender

August 2014 • Vol. 7 No. 9editor's note

602 W. Morrison, Box 6aFayette MO 65248

(573) 823-6297www.theasphaltpro.com

GrOup puBlisherChris harrison

[email protected](660) 287-7660

puBlishersally shoemaker

[email protected](573) 823-6297

editOr

sandy [email protected]

(239) 272-8613

Art direCtOrKristin Branscom

BusiNess MANAGersusan Keyton

AsphaltPro is published 10 times per year: January, February, March, April/May, June/July, August, september, October, November and

december by Asphalt pro, llC., 602 W Morrison, Box 6a, Fayette MO 65248.

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, thus producers/contractors are still encouraged to use best practices when

implementing new advice.

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Industry News and Happenings from Around the WorldaustraliaAsia’s demand for bitumen has weakened with a slowdown in China and India’s economies, but refinery closures and some conversions into fuel terminals in Australia have shifted the flow of bi-tumen-related goods toward that marketplace. Sources: Argus Media, Bitumart

chileCONEXPO Latin America takes place at the Es-pacia Riesco in Santiago, Chile, Oct. 21 through 24, 2015, but owner and producer Association of Equipment Manufacturer (AEM) met with exec-utives of the Chilean Chamber of Construction in July in Santiago to work out details. Exhibit space is sold on a first-come, first-served basis after Aug. 30. Contact 1+ 414-298-4138 or [email protected].

inDiaImports of bitumen into India were down by 12 per-cent in May compared to imports in April. Source: Petrosil’s Bitumart.

singapore• Not much time is left to get to the Argus Asia-

Pacific and Middle East Bitumen 2014 confer-ence. The topic is “Impact of changing sup-ply-demand fundamentals on the market and trade flows” this Sept. 24 through 26 at the Pan Pacific Singapore. Visit [email protected].

• Meanwhile, Singapore’s bitumen imports in-creased during the month of May over its im-ports in April, but its exports of bitumen were down 17 percent during that period. Source: Petrosil’s Bitumart

uniteD statesLike us at www.facebook.com/AsphaltProMagazine. Follow us @AsphaltPro.

coloraDoThe deadline for nominating your project for a “Best in Colorado” award is Friday, Oct. 24. The deadline cannot be extended. Winners will be announced and celebrated at the 21st annu-al Awards Dinner and Program Feb. 25, 2015, at the Crowne Plaza Denver International Air-port. Visit the documents on the CAPA website at bit.ly/1pXrpSR for the nomination instruc-

tions and form.

FloriDaThe Construction Angels 3rd annual Charity Golf Tournament takes place Friday, Sept. 26, at the Wood-lands Golf Course & Country Club in Tamarac, Fla., from 7 a.m. to 4 p.m. Sponsorship opportunities were almost sold out at press time, but you can still partici-pate in this rewarding event. Contact Kristi Ronyak at [email protected].

hawaiiAt the City and County of Honolulu’s meeting July 23, the City Council’s Committee on Public Works es-tablished resolution 14-168, which places a two-year moratorium—instead of the previous one-year—on road cutting and trenching for newly paved roadways. The resolution states that one of the intentions is to motivate other utilities, government agencies and or-ganizations to participate more actively in roadwork coordination. The resolution states that “one of the most frequent complaints voiced by Honolulu resi-dents deals with newly-paved roads that are dug up shortly thereafter for utility or other construction work beneath the roadways …” The previous mora-torium exceptions, such as exceptions for emergency work, are still applicable.

inDianaJennifer Rumsey has been named vice president, en-gineering for Cummins Engine Business, Columbus, Ind., effective July 1. She succeeds Steve Charlton, who retires after 20-plus years with the company. Rumsey joined the company in 2000 and most recently served as vice president, engineering for the heavy-, medium- and light-duty engine business. She received a bachelor of science in mechanical engineering with highest hon-ors from Purdue University in 1996 and a master of sci-ence in mechanical engineering from the Massachu-setts Institute of Technology in 1998. Her awards in-clude the SAE International Association of Equipment Manufacturers Outstanding Young Engineer Award and 40 Under 40 Up-and-Coming Purdue Alumni.

iowa• The Asphalt Pavement Association of Iowa (APAI)

member contractors and suppliers have raised more than $170,000 in contributions and equip-ment to meet the Iowa State University match for new and updated lab equipment there. APAI and Dr. Chris Williams send a big thank-you to every-one who was so generous.

• Save the date for the APAI 59th annual convention Dec. 3 through 5 at the West DesMoines Marriott. Visit www.apai.net.

KansasTrimble announced that a SITECH® Technology Dealer has been established in Kansas with the ex-ception of Cherokee county and in northwestern Missouri. SITECH Central joins the network of SI-TECH dealerships—the first fully dedicated glob-al distribution network offering a portfolio of con-struction technology systems available to the heavy and highway contractor.

louisianaThe 2014 Asphalt Sustainability Conference takes place at the Omni Royal Orleans in New Orleans Nov. 4 through 5. Visit www.asphaltpavement.org for more information.

nevaDaSave the date for the Trimble Dimensions 2014 con-ference this Nov. 3 through 5 at the Mirage Hotel & Events Center in Las Vegas. Visit www.TrimbleDi-mensions.com.

south DaKotaBulk handling equipment manufacturer Masaba Min-ing Equipment, Vermillion, S.D., is updating its logo to better represent the swath of industries it serves: ag-gregates, frac sand, ports, agriculture, pulp and paper, and wood chips. Check it out at www.masabainc.com.

texas• The International Liquid Terminals Associa-

tion (ILTA) recognized the following 17 member companies during the June 3 awards ceremony in Houston as part of the 34th annual conference for exceptional safety across their terminal fa-cilities. ILTA Safety Improvement Award: Vopak Americas. ILTA Safety Excellence Award: Bench-mark River and Rail Terminals LLC; Buckeye Ter-minals LLC; Demaco Terminal Operations Corp; Enterprise Products Partners, LP; Flint Hills Re-sources, LP; Intercontinental Terminals Co.; LBC Houston, LP; Marathon Petroleum Co. LP; NuStar Energy, LP; Petro-Diamond Terminal Co; Phillips 66 Co.; Tesoro Logistics LP; U.S. Venture, Inc.; Ve-cenergy. ILTA 5-Year Safety Milestone Award: U.S. Venture, Inc. ILTA Plantinum Safety Award: Black-water Midstream Corp.; CITGO Petroleum Corp.

• HCSS will host its course titled HeavyBid 101 in Houston Sept. 25 through 26. Visit www.hcss.com/training. The course will be offered, along with HeavyBid 201 in Seattle Oct. 16 through 17

around the globe

6 september 2014

Ad name

Untitled-1 2 7/7/14 2:04 PM

When in the work zone, be aware of overhead dangers by look-ing down. That’s right—when

milling or paving, our attention is typi-cally focused downward. That’s where the stringline or painted lines or automa-tion’s lasers appear, guiding the cold plan-er or paving train down the lane. Take ad-vantage of the natural inclination to gaze at the ground by placing a bright, con-spicuous object at ground level to get ev-eryone’s attention. Make sure everyone

knows that bright, conspicuous object means “caution, cuidado, look up.”

The crew from Brannan Sand and Gravel in Denver, Colo., uses a neon yel-low safety cone to signify there’s an over-head danger in the immediate vicinity. In this picture, the flagger stands next to the cone as well. When a haul truck driv-er nears the cone, the out-of-the-ordi-nary color catches his attention and re-minds him to check the body of the truck. If the bed is still in the air from charging the paver hopper, he has the opportunity

to stop and lower the bed before coming into contact with a low bridge deck, tree branches or live electrical wires.

Safety is everyone’s responsibility out in the work zone, but devices such as the eye-catching safety cone or a cone with a flag at the top remind workers that there’s an extra need for caution in the area. Make sure all members of the crew, including subcontractors and visiting in-spectors who will be entering the work zone, know what the additional safety de-vices are communicating to them.

safety spotlight

Colorful Cones Communicate in the ZoneBy AsphAltpro stAff

masaba Keeps it safeBulk handling equipment manufacturer, Ma-

saba, Inc., Vermillion, s.D., has been without

a serious injury in the workplace for an entire

year. July 9, 2014, marked the anniversary

of the last job-related injury that caused an

employee in the aggregate and mining man-

ufacturer’s business to miss work. While the

company has always held employee safety

as a top priority, this new milestone sets a

high standard for the future. “We have al-

ways taken a lot of pride in doing things

right and that includes safety,” Masaba

president Jerad higman said. “I could not

be more proud of team Masaba in what they

have accomplished!”

As a reward for their hard work and safe

practices, Masaba employees were sur-

prised with a barbeque during their lunch

break. During the meal, Masaba managers

and office workers took the chance to con-

gratulate them on their accomplishment

and express their appreciation. In addition

to the meal, employees also received special

fitted hats that reflect the occasion.

the neon yellow cone signals to workers to “look up” for overhead wires or structures that could pose a danger to them or to equipment. photo courtesy of John Ball, top Quality paving.

8 september 2014

Untitled-1 1 7/7/14 1:46 PM

mix it up

The National Cooperative Highway Research Program (NCHRP) has nine active project panels, two anticipated/pending project panels and twenty-five topics of information that are related to highway opportunities. According to the National Asphalt Pavement Association (NAPA), the national organization has suggested staff or members to assist with these projects to ensure the asphalt industry has the op-

portunity to lend its expertise to problem-solving and research. Let’s take a look at what’s in the pipeline.

NCHRP Gets Hand from Asphalt Industry By AsphAltpro stAff

the new rheo3000 V.2 software from Brookfield Engineering, Middleboro, Mass., is for use with the company’s new family of rst touch-screen rheometers. the software is designed to offer quick and comprehensive rheological measurements from single point viscosity for quality control to complete flow curve analysis for research & development. rheo3000 V.2 is 21 Cfr compliant, including controlled user access and data integrity/security, according to the manufacturer.

to use the software, the operator enters the shear stress or shear rate, the temperature and test time requirements. the rheo3000 V.2 completes the data collection and analysis work, performing a wide variety of tests including: viscoelastic modulus, yield stress, viscosity vs. shear rate profile, thixotropy calculation, creep behavior, recovery after flow, and temperature sensitivity.

rheo3000 V.2 software provides visual information and test data on viscoelastic behavior such as viscous creep and recovery. QC mode enables tolerance bands to be placed around measurement data for immediate visual pass/fail determination. Mathematical data processing models include: Newton, Bingham, Casson, herschel-Bulkley, ostwald and steiger-ory.

for more information, all (508) 946-6200 or visit www.BrookfieldEngineering.com.

toUCH yoUr soFtwAre

09-48field versus lab volumetrics and mechanical

properties28-06

Methods to achieve rut resistant durable pave-ments (NChrp synthesis 274)

09-49Aperformance of WMA technologies:staeg II—

long-term field performance29-08

Measuring in-situ mechanical properties of pave-ment subgrade soils (NChrp synthesis 278)

09-50performance-related specs for asphaltic bind-

ers used in preservation surface treatments29-03

performance survey on open-graded friction course mixes (NChrp synthesis 284)

09-51Material properties of CIr and fDr asphalt

concrete for pavement design30-11

Evaluation of pavement friction characteristics (NChrp synthesis 291)

09-52 short-term lab conditioning of asphalt mixes 32-04significant findings from full-scale/accelerat-ed pavement testing (NChrp synthesis 325)

09-53properties of foamed asphalt for WMA

applications34-04

Automated pavement distress collection tech-niques (NChrp synthesis 334)

10-82Aperformance-related specs for pavement

preservation treatments34-08

thin and ultra-thin whitetopping (NChrp synthesis 338)

10-93Measuring, characterizing, and reporting pave-ment roughness of low-speed and urban roads

34-11pavement management applications using geograph-

ic information systems (NChrp synthesis 335)

14-31Development of a pavement maintenance

database system37-14

Cone penetration testing (NChrp synthesis 368)

01-56 Defining comparable pavement cracking data 38-06pre-overlay treatment of existing pavements

(NChrp synthesis 388)

14-33pavement performance measures that con-

sider the contributions of preservation treat-ments

38-09Estimating stiffness of subgrade and unbound ma-

terials for pavement design (NChrp synthesis 382)

22-12truck operating characteristics (NChrp

synthesis 241)39-01

Quality management of pavement data condi-tion data collection (NChrp synthesis 401)

23-10portland cement concrete resurfacing

(NChrp synthesis 204)40-13

recycling and reclamation of asphalt pavements using in-place methods (NChrp synthesis 421)

25-07pavement subsurface drainage systems


significant findings from full-scale accelerated pavement testing (NChrp synthesis 433)

26-02Variability in highway pavement construction


practices for unbound aggregate pavement layers (NChrp synthesis 445)

26-05relationship between pavement surface texture

and highway traffic noise (NChrp synthesis 268)44-06

Implementation of AAshto mechanistic-empir-ical pavement design guide (MEpDG) and soft-

ware (NChrp synthesis 457)

26-07Application of full-scale accelerated pavement

testing (NChrp synthesis 235)47-07 thin asphalt concrete overlays (in progress)

27-08thin-surfaced pavements (NChrp

synthesis 260)45-14

practices for permitting superheavy load move-ments on highway pavements (in progress)

10 september 2014

equipment maintenance

The Department of the Navy (Na-val Sea Systems Command) grant-ed MIL-PRF-907F qualification sta-

tus to two anti-seize products from Henkel Corporation of Rocky Hill, Conn. This mat-ters to asphalt producers, terminal opera-tors and even paving crew mechanics who wish to up their game because those prod-ucts are formulated to prevent seizing, gall-ing and corrosion on metals in a variety of environments similar to those asphalt pro-fessionals encounter every day. Loctite® C5-A® and Loctite® Silver Grade Anti-Seize are designed to resist high temperatures, heavy loads, chemicals, fluids and vibration, and are available in general-purpose, metal-free, food-grade, marine-grade and high-purity formulas.

Look at them individually.Loctite C5-A is copper-based to be used

on copper, brass, cast iron, steel, all alloys including stainless steel, all plastics and all non-metallic gasketing materials to pro-tect metal parts from rust, corrosion, seiz-ing and galling at temperatures up to 1800°F (982°C). Henkel’s exclusive lead-free for-mula suspends copper and graphite into this lubricant that allows all mated parts such as studs, bolts, flanges and gaskets, to be re-moved more easily in clean and good con-dition. The copper-colored lubricant can be applied at temperatures as low as -20°F (-29°C), according to the manufacturer.

Loctite Silver Grade Anti-Seize is a heavy-duty, petroleum-based lubricant designed to resist temperatures up to 1600°F (871°C),

and is designed for long-term durability. For-tified with graphite and metallic flake, this silver-colored lubricant is inert and will not evaporate or harden in extreme cold or heat.

Both lubricants are designed for either maintenance or equipment manufacturing applications, and can be used on bolts, bush-ings, pipes, fittings, flanges, manifolds, nuts, studs, heat exchangers, valves, steam lines, union retainers and clamps. In addition to these two Mil-Spec conforming anti-seize products, Henkel offers a full range of anti-seize formulas including general purpose, metal-free, food-grade, marine-grade and high-purity materials.

For more information, visit www.henkel-na.com/antiseize or call 1-800-LOCTITE (800-562-8483).

Prevent Seizing, Galling, Corrosion Even at High Temps

large image: loctite silver Grade Anti-seize is a heavy-duty, petroleum-based lubricant designed to resist temperatures up to 1,600°f at the plant or terminal or in the field, etc. top inset photo: these loctite lubricants have the Navy’s MIl-prf-907f seal of approval. Bottom inset photo: loctite C5-A is designed for use on copper, brass, cast iron, steel, all alloys including stainless steel, all plastics and all non-metallic gasketing materials to protect metal parts from rust, corrosion, seizing and galling at temperatures up to 1,800°f.

12 september 2014

project management

Wacker Nelson is among the many safety product manufacturers that provides light towers for any number of construction projects. Be aware of local lighting ordinances and direct lights so that your employees are safe while working.

14 september 2014

Earlier in 2014, a company in the northeast experienced a tragic acci-dent involving one of its tack truck

drivers. Let’s take a look at how other com-panies can learn from the incident and the additional safety measures implemented within that company’s safety culture.

First, the accident happened one night when the tack truck driver exited the cab to collect a pail of tack materi-al at the back of the wagon. The normal practice of opening a valve to fill the pail took place next to the transverse joint on which he was to pour the material. With-out the paver at the joint, thus no light-ing in the immediate area, the driver wasn’t able to see the material overflow-ing the pail. When he closed the valve to

move away, he stepped in the puddle of material that had formed near the pail. His foot stuck. When he stepped back, he fell and his hand landed in the puddle of 400-degree tack.

He wore heavy-weight gloves and a long-sleeved shirt, but the material flowed into the glove. He suffered third-degree burns and spent approximately a month in the hospital.

Now the company requires the gloves worn by anyone handling tack material to be the “laboratory” length that extend to the elbow. They’re elasticized and insu-lated. Tack truck drivers are also required to wear a face shield when using the wand or when around the outside of the ma-chine. Another way to safeguard against

spills and the ramifications of unnoticed messes is to put a light on the areas where workers will be.

For some companies, that means add-ing extra light towers along the work zone. For some companies, that means putting additional lighting on each piece of equipment and on each worker. No matter how you get the light on the job, it needs to shine wherever an employee works. In the sad accident discussed here, no puddle would have formed if the tack truck driver had been able to see materi-al overflowing the pail he filled. But that’s how accidents happen—accidentally. And that’s how companies learn from one another to have just one more extra step toward a fuller safety culture.

Shine Light on Tacking Projects

the material flowing from the tack truck can be 400 degrees or more. Make sure employees have more than adequate ppE for handling wands, hoses, wire brushes, squeegees, pails or other hand tools around this material.

By AsphAltpro stAff


Here’s How to Use AUtomAtionAsphaltpro gives your crew the definitive primer on popular, current work zone automation

By sANDy lENDEr

18 september 2014

In this picture, the crew from harddrives in Minneapolis, Minn., uses a

Blaw-Knox pf-5510 with an omni-3 screed extended to 18 feet with

topcon 6 automation to pave the binder course on this project. here

they’re matching the joint on a flare. Notice that the screed operator

is checking the tow point cylinder valve opening. Not all pavers have

this, but those that come equipped with this valve need to have it

open so hydraulic fluid flows freely into the tow point cylinder. photo courtesy of John Ball, top Quality paving, Manchester, N.h.


When it comes to work zone equipment automation, one of the concerns I’ve heard time

and again from paving contractors is the lack of understanding their equipment operators have for the systems. While the technology can be key to achieving a smoothness bonus or monitoring slope of a touchy section of roadway, if the mem-bers of the crew don’t understand how to use it most efficiently, they’re not going to use it properly. In fact, multiple con-sultants and sales personnel have shared with me that crew members become frus-trated enough to merely turn the automa-tion off and “go manual.” That’s not what the contractor paid for.

John Ball is the proprietor of Top Qual-ity Paving, Manchester, N.H., and shared that using automation has made quality easier to achieve while paving, but only if the crew uses it. He explained that we don’t see the effect on the mat of manual-ly turning a depth crank a quarter of a turn or half a turn until the paver has traveled a full paver length, whereas the changes plugged into a control box influence the mat right away.

“If I turn the depth crank, we don’t know how much the angle of attack has moved,” Ball said. “We have to travel the length of the paver before we see the change. With automation, the change is immediate.” He warns that when us-ing one, you don’t use the other. “When running automation, don’t attempt to use the depth crank. The only time you use the depth crank is when you’ve run out of cylinder and you need to buy some back.”

In other words, set the tow point cylin-der about half-way prior to takeoff. While paving, if you find that you’ve maxed out the height of the cylinder one direction or the other, you’ll need to make manu-al corrections, but that’s a paving article for another day. For this subject, there are several basics to ensure best opera-tion of the automation, no matter which system you use.

“No automation will work if your main-tenance isn’t up to snuff,” Ball said.

Start with a clean machine, of course. A clean, well-maintained machine will out-perform a machine caked with built up material and suffering from leaks or low voltage any day of the week. Here are the items Ball says you can’t skimp on if you

want the machine to respond properly to automation commands.1. Your first priority is to ensure there

is smooth operation of the tow point cylinder and arm.

2. Check the depth crank to ensure the screw rod is not loose. You’re go-ing to look specifically at the uni-versal joint, the timkin bearings and the screw rod’s thread wear. Repair or replace anything that will loosen the screw rod or cause poor perfor-mance.

3. Make sure the electrical system has 12 to 14 volts.

4. Make sure the paver’s hydraulic sys-tem is full, at the correct tempera-ture and pressure; make sure there are no leaks in the hoses, etc.

5. Make sure the metal of the machine has no signs of fatigue.

With the machine operating properly, the automation has its best opportunity to work to your benefit. Jarrett Welch is the proprietor of Quality Paving Consul-

tants out of Denver, Colo., and he agrees that the automation technology itself re-quires good upkeep.

“Automation technology needs to be taken care of and be maintained,” Welch said. “Assuring buildup is not present on sensors and sensor wires will keep the technology from making erroneous ad-justments during placement. Like other technologies in use, the grade controls are a tool that should be maintained and used properly.”

As mentioned above, none of it works if the equipment operator doesn’t know how to use it. In many instances that have been brought to my attention, contrac-tors have purchased systems that did not come with excellent education from the salesmen selling the product. Crew mem-bers were confused in those instances and ended up not using the technology that could have made their jobs easier.

In other instances, crew members felt overwhelmed by the technology even when the education offered by the OEMs and salesmen was exemplary. “The im-

As mentioned in the article, sensors that gather data at the pavement surface can assist with intelligent paving and intelligent compaction. With the Bomag Economizer, sensors read what’s taking place in real time and send the message to the operator automatically. In this case, the operator is then able to see on a control panel that he has achieved compaction in a particular area of the mat.

20 september 2014

portant thing is to have the crew trained on the particular equipment,” Welch said. “Yes, OEM training is great and recom-mended, but not always necessary as oth-ers knowledgeable in the operation of the equipment can provide that type of train-ing as well. Hands-on training with a well-versed instructor works best.”

What we’ll do now is take a look at a few of the popular systems on the market to-day and walk through their operation step by step. This article will serve as the phys-ical refresher course you can tear out and keep in your back pocket.

The basic thing to remember about au-tomation is that some sort of informa-tion-gathering sensor device will be lo-cated near the surface being milled, paved or compacted. Depending on the OEM, this device will be referred to as a sensor, a joint matcher, a tracker, a thermometer in the case of intelligent compaction, etc. That device may work alone or in harmo-ny with other devices to collect informa-tion such as surface temperature or dis-tance from its base to the pavement sur-face, and send that data to the brain of the automation system.

The brain calculates the data and makes a decision as to whether or not the paver should be adjusted to change the angle of attack. The brain makes the needed adjustment and sends the signal to the tow point cylinder to have the angle adjusted without the op-erator doing anything at all. The way the system’s brain knows what the grade and/or slope should be is not automated. The screed operator must input that informa-tion prior to takeoff.

Frustration with newfangled technolo-gy can set in when the operator approach-es the system to input initial data. Don’t let that happen to you or your crew mem-bers. Each control box on the market is set up with buttons, dials, switches or even a touch screen so you can type in or dial in numbers from a job order. If you’re lay-ing 2 and a half inches of asphalt, there’s a way to type in 2.5 inches for the grade. If the crown of the road calls for a 1 percent slope, there’s a way to type in 1%.

You want to step up to the control box with a sense of calm. Make sure you focus on the box and not the conversations go-ing on around you. At this time, you’re not helping anyone find a missing shovel or figure out yield equations for the day. Your

the Guardian system from roadtec offers more of an information monitoring and gathering service than a control service. It is now available on pavers as well as milling machines. It’s one more piece of the telematics puzzle that contractors can use to track what’s happening at the machine level when they’re not physically at the machine.

22 september 2014

job is to put the correct numbers into the control box and save the setting so the rest of the day is on automatic smoothness.

Let’s look at specifics. We’ll start with a system that a number of OEMs and con-sultants list first when discussing auto-mation, and then we’ll take other popular systems on the market in alphabetical or-der. As mentioned above, many of the el-ements in automation systems function in similar ways, so our first example will be lengthy to get the explanations in. The rest will be less wordy, but no less useful for your crew.

topcon 6The differences between the Topcon 5 and Topcon 6 systems include the orien-tation of the control box, which is now vertical, and the waterproofing of the

control box. The equipment operator still uses a knob to dial in the grade and slope parameter; the automation still makes automatic corrections based on data the joint matchers—now referred to as track-ers—collect from the pavement. Let’s take a closer look at how this works.

There are four—or more—trackers that are affixed to the skis. Each track-er contains a transducer inside of it that sends out a beam at 39 to 40 times per second to sense the temperature of the pavement surface. Each tracker also has a temperature bailer that is nine inch-es long to help center the transducer’s beam, essentially keeping wind from passing vehicles from influencing the readings. On each tracker, the opera-tor will see a digital arrow that blinks to

show whether the ski is level or going up or down.

The tracker is also attached to the end gate so it goes out when the end gate slides out. If you attach the track-er to the tow arm, you could fall off the joint when the end gate slides out. Be aware of the end gate’s condition; if the extension is loose, the tracker’s read-ings will be off.

The height is measured from the bottom of the tracker, not the bottom of the temperature bailer. You want the tracker to be at least 14 inches off the ground.

Make sure you keep each transducer clean. They’ll need to be replaced about once a year for best performance. Think

the topcon 6 control box is vertical. Notice the knob on the left-hand side of the box. Each time you “click” it a turn represents a change of 1/16 of an inch. that means it takes about 20 clicks to change 1 inch. that’s how fine-tuned the control is.

24 september 2014

of this as a routine maintenance task similar to chang-ing the windshield wipers on your car.

The trackers are sending their readings to the con-trol box, so let’s look at that next. Notice in the picture above that the power button is in the lower left corner. The knob above the power button is for the operator to turn to set a value that the system will remember. Here’s how to do that:

Step 1: press the power button to turn on the control boxStep 2: press the red AUTO button in the top corner to turn on automationStep 3: press and hold the survey button down until its light turns green, indicating you’re in neutralStep 4: when the light is green, turn the knob to dial in the thickness of grade or percent of slope you have been told to achieve on the mat/pavementBefore paving begins, use the up and down arrow buttons in

the lower right corner to adjust the tow point cylinder. Before you begin, make sure the tow point is where you need it to be.

The button in the center of the right-hand side of the box controls the joint-matching. The shape that looks like an “I” is for joint matching; the shape that looks like a tri-angle is for slope control. You’ll see the effects of these controls in the display screen.

The display screen of course has numbers and images to give you a visual indication of what’s taking place. In the upper portion of the window, the 3.0000 you see in this ex-ample (on page 24) indicates the grade you wish to achieve. The four boxes beneath the grade number represent the four trackers on the ski. The 3.10 that you see is an actual average from the trackers; that means the system is calling for an adjustment. The yellow light is another indicator for an adjustment. The operator doesn’t have to make this ad-justment, though. The system automatically makes the ad-justment because the operator locked in the 3.0000 grade prior to paving.

The lower window of the display screen shows what’s happening on the other side of the machine. As you pave down the road, you have the ability to watch both sides of the machine from either station. The button on the right inside the display screen area allows you to switch that

the transducer needs to be kept clean. It cannot do its job if it becomes clouded, scratched or caked with material.


lower display screen so you can see “open up” the other side of the machine for viewing and manipulation. For instance, if you’re working on the right-hand side of the paver and need to see more clearly what’s taking place on the left-hand side, you can press the right button to have the left-hand side’s information fill the top portion of the display window. Press-ing the right button again will return the right-hand side’s information to the top por-tion of the display window.

The button on the left inside of the dis-play screen area allows you to go into the menu. That’s where you adjust the con-trol box to fit the make and model of the machine. That’s where you calibrate the box. And that’s something the salesper-son or initial trainer should have accom-plished with you on the first day.

As you pave, you’ll see the triangles above and below the green bar showing what depth adjustments the machine needs to make. The screed operator doesn’t have to make the adjustments because the system will do it automatically.

caterpillarThe system Caterpillar builds into its pav-ing equipment uses five ceramic, non-contact sensors on each ski—for a total of 10 sensors. Each sensor shoots a sound

wave down to the surface. Cat Salesper-son John Guzman explained the system discards the highest and lowest readings, and takes an average of the other three to determine pavement grade and slope. A ceramic button on the side of each sensor is for temperature compensation; it sens-es the temperature in the area so that can be factored into the measurement each sensor is sending to the system.

The control boxes located at the right and left screed operator positions can be set to meet either a pre-set grade or slope. The grade box will send the adjustment to the cylinder. The screed operator will set the grade box to split screen to control both sides of the screed/paver from one station. Guzman reminded us this can also serve as a backup in the event some-thing goes wrong during paving and one of the stations becomes unusable. The other still controls and displays informa-tion for both sides of the paver.

The Caterpillar grade and slope con-trol merely requires the operator to press the “buttons” on the touch screen to navigate through a menu to input the settings for grade or slope. The opera-tor can set the system for joint-matching mode, stringline mode or slope across the mat from either side of the screed by selecting which side he’s working on. Again, all he has to do is tap through a menu to tell the system which side of the screed he wishes to control. On the Cat machines, a transverse beam connects the two leveling arms for slope. When in slope mode, you can shut off one of the boxes and have it run off of slope. The slope window on the grade box display is a newer feature according to Guzman that shows slope percent continually.

moBaThe MOBA-matic® is another modu-lar system that comprises the G176 plus/S276 plus sensor, the GS 506 system, the MOBA 3D, MPA-100 and Laser-matic. There are material controls, temperature controllers and ignition boxes, load limi-tations and slope measurements.

The Roadtec family of paving equip-ment uses the MOBA automation tech-nology and offers training at the Road-tec paving schools, in addition to training for the Guardian telematics available on pavers and milling machines. Visit www.

the lB performance company has re-introduced the Blaw-Knox pavers with some modernization and all electric screeds, according to Al Cleeland of leeBoy. he explained that machines from the factory are pre-wired for ease of installation of topcon grade and slope automation. “With further adaptation, MoBA system could be field installed.”

this shows a sonic material sensor on the endgate. this non-contact sensor monitors the level of material being fed to the endgate and can send a signal to the screed operator’s control station if the height of the mix be-comes too low, thus starving the edge of the pavement or the joint.

26 september 2014

Notice in the first image that the pin isn’t flush with the tow point cylinder arm. this is a signal for the mechanic to step in; if the pin falls out, you’ll lose complete control of the screed. proper maintenance, greasing and cleaning will help keep the tow point cylinder moving smoothly. Notice in the second image that the pin is flush, as you want it to be. photos courtesy of John Ball, top Quality paving, Manchester, N.h.

bonUs InFo: CLeAn tHe tow poInt CyLInder


Roadtec.com for a link to the school as it becomes available for 2015 training.

tF technologiesThe Mauldin pavers come with TF Tech-nologies controls, which feature sensors with lighted arrows to show adjustments being made. These sensors deliver infor-mation to the Mini-Line HS301 handset control rather than a mounted grade and slope box on the screed.

The operator sets the reference and puts the handset in auto mode, as he would with any of the mounted control boxes discussed previously. From there, the sensor delivers data to the handset, which automatically feeds adjustments to the paver’s hydraulic cylinder. If desired, the operator can switch auto mode off and allow the paver operator to make cor-rections manually by watching the arrows on the sensor or handset.

Although this is a smaller device than other systems discussed, it requires a 12/24 volt system (10-30 VDC).

trimBleThe Trimble system includes five sonic sen-sors—ST200s—on a ski feeding informa-tion to the AS200, which controls the angle of attack and the angle for slope. The num-ber of sonic trackers on the beam typically ranges between three and five, but depends on the level of accuracy needed. The AS200 is “ruggedized” according to Trimble’s Devin Laubhan, to take a certain amount of jobsite vibration into account. The 440 control box takes in the information and sends elevation and slope corrections to the hydraulic cylinder. As with other systems we’ve discussed so far, the operator doesn’t make adjustments; the system does.

Now, if the system is going to be con-nected back to the office for GPS control,

an MS972 GNSS smart antenna is set up on the asphalt paver. That will collect data at the paver and transfer the data through a receiver somewhere on the jobsite back to the office where it gets analyzed. The equipment operator doesn’t have to do a thing for that. In the event there’s some-thing going wrong, the supervisor in the of-fice will get a message to the foreman on the job or the paver operator, but the screed operator who’s monitoring the mat and the control box doesn’t have to think about the GPS or the antenna. Laubhan explained that when using the total station, the verti-cal accuracy is within 3 millimeters of actu-al. Check out the Here’s How it Works fea-ture on page 62 for an overview of the GPS and 3D Connected Site from Trimble.

volvoThe automation used by Volvo includes a main control station that is pre-wired through the machine to plug-and-play

the Mauldin pavers use tf technologies controls. In this image, the sensor is the G224 multi-sensor for ground and stringline applications.

28 september 2014

with anyone’s system, according to Volvo salesperson Chris Connolly. He explained that Volvo’s contact sensor, which is attached to the ski, sends data to the control sta-tion on the screed that is accurate up to five thousandths of an inch. Volvo’s non-contact—or sonic—sensor at-tached to the ski, sends data that is accurate up to two thousandths of an inch.

As part of the Volvo system, a black box to detect slope sits on a beam between the screed and tractor. The oper-ator can see through the box’s window a bead that floats in silicone oil. The bead moves as the slope changes, giv-ing immediate, visual indications of changes. The slope measurement also has a number reading on the display control panel.

Connolly explained that the 2-dimensional system can be upgraded to 3-dimensional with a GPS receiver on top of the machine that communicates with a total station. This gives a 3D map of the site and work zone.

For OEM training, Volvo has an “Automatic Grade and Slope Systems” class at its Chambersburg, Pa., Road Institute school Jan. 27 through 29 and again March 3 through 5 in 2015. Visit www.RoadInstitute.com for more information and to register.

When the equipment operator is fully trained on the particular system your crew uses, quality is that much closer to reality. “Paving automation helps in achiev-ing the quality we want to achieve,” Welch reminded us. “Automation is much quicker than the human eye and hand to correct elevation changes during placement. It takes less than half the time for automation technology to make an adjustment for grade than it would a well-versed screed operator.”

AtlasCopco showed off its latest tier4final paver with topcon 6 automation at CoNEXpo-CoN/AGG this spring.

Butler-Justice’s Blue Smoke Control Division

provided the technology to eliminate nearly 100%

of our asphalt plant’s emissions.”

We’re Becoming Environmentally

“Invisible”The patented Blue Smoke Control ® process captures blue smoke from key points in their asphalt production process:

(1) Top of Silos(2) Conveyor Transfer Points(3) Truck Loadout Areas

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It achieves BACT (Best Available Control Technology) status from the environmental agencies, yet provides one of the most affordable solutions available in the industry. More about this cutting edge technology at:


By BoB frANK AND DANIEl BroWN

Blue Diamond management chose to set a baghouse temperature flag that would trigger an alarm when the temperature reached and remained at 375ºf for at least three minutes. the alarms were sent via email to a pre-set list of recipients.

AsphAlt in theClouds withdiAmonds

AspHAlt in tHeCloUds witHdiAmondsMIXlink dials Blue Diamond Materials’ California plant into the informatics age

By toBy WIIK

32 september 2014

Blue Diamond Materials in South Gate, Calif., is one of COLAS North America’s showcase hot

mix asphalt (HMA) plants. The plant has received a diamond commendation from the National Asphalt Pavement Associa-tion (NAPA) and has been at the leading edge of testing various technologies for plants. Faced with mounting pressures for controlling fuel costs and gathering more data from their plants, executives at COLAS were eager for a solution to both issues.

For plant operators, the typical end-of-shift routine at the South Gate plant involved filling out detailed reports of the day’s activities. The information in-cluded the various mix recipes run, fuel consumed, number of hot stops, etc. With busy schedules, they would of-ten put off the daily report, and the task would be pushed out until the end of the week. The paperwork was tedious and time consuming. The operators knew how to run their plant, but they were not skilled data entry people. Regardless management wanted the data. The prob-lem was once management got its hands

on the performance reports, the data was already a few days old. Then super-visors still had to upload that data into their corporate system to consolidate, distribute, analyze and apply it. The en-tire process was tying up man hours and resources. The need for the data was val-id, but the process was too complex and in some cases based upon data that was

inaccurate because of the manual data collection method.

At a national meeting, an executive team from Colas was introduced to a beta project from Plant-Link.net, a new-ly formed division of Standard Filter Corporation (SFC). SFC’s latest offering was a baghouse monitoring system that transmitted operating metrics to the cloud. It was called DustLink. DustLink would pass various baghouse operation-al data—such as differential pressure and particulate emissions—through a secure Internet connection to a dash-board in a browser. It was similar to ADT monitoring the health of your baghouse. Colas wanted to know if that same con-cept could be grown to include the key process indicators of the entire HMA plant. From that MIXLink was born.

A pilot study was undertaken in the fall of 2012 at the Colas Blue Diamond plant in South Gate. The South Gate plant is a CMI-design 400 TPH with Allen-Brad-ly PLC controls. As with the other Colas plants, the operator keyed the daily run logs into Excel templates at the end of his shift. That spreadsheet would be sent up

Blue DiamonD management chose to set a Baghouse temperature Flag that woulD trigger an alarm when the temperature reacheD anD remaineD at 375ºF For at least three minutes. the alarms were sent via email to a pre-set list oF recipients.


the ladder for later review and distribu-tion through corporate channels.

MIXLink’s approach was to “sniff” the vast amounts of data streaming through the various programmable log-ic controllers (PLCs) of the plant, cap-ture it and present it in simple graphic reports and screens. MIXLink enabled COLAS to harvest the stream of control data for more than 50 data points and push that information to a cloud-based platform. Data from the control room could be transferred every 5 seconds to the cloud. In addition data was being processed on site and displayed on an interactive dashboard. Now reporting and data distribution were fundamen-tally changed. The HMA plant operator now had two new, powerful tools at his disposal: a real-time graphic display of the interaction between key efficiency drivers such as TPH, BTU’s and BTU/ton and complete turnkey data capture for reporting purposes.

The MIXLink Run Log allowed a “re-play” of the events of the last 10 minutes or 10 hours or 10 days whenever it was needed—in the control room and at any

desktop in the organization, with the ap-proved security level. All the mix run his-tory was now being pushed real time to the cloud. Corporate in New Jersey was looking at run data in California as it was happening. In the very first test run the operator, looking at the MIXLink dash-board, was able to adjust his plant to pro-duce the same mix he produced 30 min-utes earlier now with 20 percent less en-ergy usage.

The dashboard served the second purpose of assisting with recall. Veteran HMA plant operators could show rook-ie operators how to run a certain job from a library of best practices stored in MIXLink. Simply pull up the histor-ical trend run and ask them to repli-cate it. The standard MIXLink platform holds more than two years of plant run data. One of the slickest features of the browser dashboard was the ability to quickly and easily examine, in fine de-tail, the last 20 mixes run by the plant. By simply going to the online Mix Run Log the totals for each mix are visible. Click on the line item and a graphic dis-play, equal to what the operator saw re-

al-time, is recaptured and displayed to the browser user. The operator can see moment-by-moment the mix run and look for areas of improvement or share with other operators’ best practices.

The reporting feature inside MIX-Link gave a very flexible gateway to move raw data without human inter-vention into concise, actionable re-ports. It’s what is called informatics. No more hand keyed reports. No more paper. The necessary reports and their totals could now be automatically gen-erated. They could get as granular as necessary or only be brief summaries. Energy usage and efficiencies were now being not only captured but turned into best practices. The day’s run data was drilled down to the mix level and in-cluded key energy metrics such as per-cent moisture and fuel usage values. Now the total energy cost per individual mixes run that day could be calculated. You now have the ability to job cost the specific mix. That allows for standards

rIGht: MIXlink is not oEM specific; it is designed to be adapted to all the major hMA plants that run plCs.

to be set based on percent moisture. True unbiased comparisons of mix runs could be made.

The graphic trend reports were the most eye-opening especially during hot stops/starts. It became very evi-dent that some start/stops were mark-edly better than others. Some temper-ature spikes came dangerously close to the limit of the Nomex bags in the bag-house. That revelation prompted the development of a powerful addition-al feature to MIXLink: a custom alarm flagging feature. The alarm flag is con-structed on the browser screen and can be set for any of the 50 plus variables. Blue Diamond management chose to set a baghouse temperature flag that would trigger an alarm when the tem-perature reached and remained at 375ºF for at least three minutes. The alarms

were sent via email to a pre-set list of re-cipients. In the initial month there were more than 10 alarm trips that were au-tomatically emailed to management.

To date the system has seen more than 10,000 tons of mix run. Develop-

ment continues with even further inte-gration into Colas’ JD Edwards ERP soft-ware. This will provide a seamless pass through of information even further into the organization without the need for additional data entry. Four addition-al Colas plants are in the process of add-ing MIXLink units. These plants all carry different OEM plant controls. The nice

part is the fact that MIXLink is not OEM specific. It can be adapted to all the major HMA plants that run PLCs. It is expect-ed that as the network of MIXLink units grows the visibility across the Colas or-ganization will greatly increase while the burden of data entry by plant personnel will greatly decrease. As dashboards are pushed to the screens of management who need to know the visibility of perfor-mance increases. The benefit for equip-ment managers will be significant. They can now observe key operational charac-teristics of numerous plants, real-time, all without getting into their truck and driving around all day.

MIXLink is making key process indi-cators happen for Colas. As the units are deployed the knowledge network builds and the data becomes more powerful and actionable.

it was similar to aDt monitoring the health oF your Baghouse.

MIXlink processes data onsite and displays it on an interactive dashboard.

36 september 2014

the weigh conveyors from ADM monitor material weights automatically for the plant operator.

38 september 2014

At the asphalt plant, monitor-ing material has to be exact. The binder(s), the aggregate(s), and

the additive(s) must be up to spec and must be delivered to the drum at a pre-cise rate. That’s a great deal of pressure for the plant operator and the loader operator who coordinate the feeding of bins and opening of valves. Luckily, orig-inal equipment manufacturers (OEMs) have been designing automatic controls for decades that help make the delivery, monitoring and data-collection process-es not just easier, but also more accurate and reliable.

Just a few of the systems on the mar-ket today include those from OEMs such as the DASH from Astec, Inc.; the EZ-Loader from B&S Light Industries; PlantWise from Libra Systems; after-market controls from Stansteel Asphalt Plant Products; ADP Drum Mix Process System from Systems Equipment; and a host of others. From weighing controls to blending controls to loadout systems to ticketing kiosks, these manufactur-ers and many more offer a wide range of products to assist in getting the right material to the right place and tracking its journey for precise record-keeping.

A couple of years ago, Clarence Rich-ard of Clarence Richard Co. out of Min-netonka, Minn., asked questions about the way dust was measured at the plant. Rather than relying on the surges of fine material to ebb and flow as it was re-turned from the baghouse, thus wreak-ing havoc on liquid binder efficacy in the drum, Richard found a way to meter and measure the dust as it was returned to the drum for use as fines. He built in a so-lution with the control.

This led me to wonder about the so-lutions available through controls for blending systems overall. When blend-ing a percentage of virgin AC with a per-centage of RAP containing oxidized binder with a percentage of virgin aggre-gate, what happens when one of the sen-sors detects a change in material being fed to the drum? Let’s say the RAP ma-terial has its own weigh belt, which is connected to a control on the operator’s control panel. If the RAP bin develops a bridge and material ceases to fall in an orderly manner, a load cell beneath the

who neeDsfuturIstICCoNtrols?

By sANDy lENDEr


belt detects a change in material weight. What happens next?

If the producer has a weigh convey-or from Asphalt Drum Mixers, Inc., the computer can shut down the system rather than let a mix that’s out of spec get produced. Here’s how that comes about. The ADM weigh conveyor multi-ply belt stays in contact with a weighbridge that features an NTEP-approved high capac-ity load cell. According to a spokesper-son for ADM, the weight measurement is based on a voltage reading from the load cell. Depending on the stress put on the load cell, the computer will read a certain voltage. A given voltage reading is calibrated to equate to a given weight. The computer takes the voltage signal and combines that data with informa-tion from a speed sensor, which indi-cates how quickly the conveyor is mov-ing. Combining the weight and speed al-lows the computer to convert to a tons-per-hour measurement. The system has an optional computer shut down capa-bility if the weight is off.

A spokesperson for Stansteel/Hotmix Parts shared that the OEM’s controls have redundant alarms that let the op-erator know of a fault condition or fail-ure at the plant. “Depending on the cir-cumstances of the error, it can shut the plant down.”

Libra’s PlantWise is another system that has the ability to detect problems; it also lets the user set what those prob-lems might be. “The Libra PlantWise system features configurable inputs/outputs (I/O),” Ken Cardy explained. “In this way, an authorized user may configure the standard software for the current and future requirements of their plants…”

What I tried to find was an OEM who has controls that not only detect a fault and sound an alarm, but then correct the fault. So far, this technology seems to be futuristic. But consider the way sensors on blending systems work and where. When a conveyor belt is bringing mate-rial from bins to the drum, shutting the

the plantWise blending controls from libra systems, shown in the center image, help plant operators monitor and track exactly what materials are entering the mix and at exactly what rate. the other screens on this page, also from libra systems, help track where the mix goes once it’s prepared and a customer requires it. screen captures courtesy of libra systems.

40 september 2014

system down proves to be a more logical response to load changes than attempt-ing to add material through automated means. Perhaps my wish for additional automation can take place in a more fu-turistic plant setting where giant robots come into play.

Consider also the training plant op-erators have. These workers spend day in and day out producing mixes to ex-acting specifications and adjusting the aforementioned bins and valves for per-fect quality control. When plant em-ployees have years of experience study-ing the nuances of mix preparation and production, they also know what to do when a fault occurs. When the control system sounds the alarm or shuts the system down, the veteran plant opera-tor doesn’t need a futuristic automaton to move the belts and bins and materi-als. He knows how to correct the errors around his plant and get things back up and running for best efficiency. For now, controls monitor and measure, sending information that can be seen in real time and collected for immediate evaluation and future use.

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Head online towww.theasphaltpro.com

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that's a good idea

Keep a Skid Steer on the ProjectWhether you call it a Bobcat or you use a

Case, Caterpillar, John Deere or other skid steer, having one of these simple tools on your paving project will save time and la-bor when it comes to routine handwork and not-so-routine messes. While an assortment of attachments—also referred to as tools—give this machine plenty of chores around the plant, pit or paving sites, for this example we’ll look specifically at the usefulness of the clam shell bucket on the skid steer.

Notice in picture A that the equipment op-erator has driven forward while scraping the asphalt material. He lifts the bucket as he stops to make a pile of the mix.

In picture B he has pulled forward a bit fur-ther, put the bucket on the ground, opened

the bucket, and is in the process of backing up to collect the material pile. He will scoop up the material pile and close the bucket.

In picture C he has removed the materi-al pile from the roadway to the waiting haul truck. With the clam shell bucket, the opera-tor is able to keep the material in the bucket while positioning the bucket over the truck bed and turning the bucket for dumping. This allows him to empty the contents into the truck bed without getting too close to the truck or having to “tap” the attachment. Banging the skid steer and its tools against trucks is not the best way to care for equip-ment long-term.

The clam shell bucket also allows the skid steer operator to collect mix from

haul trucks or paver hoppers for the hand laborers to use in patching or quick repairs behind the paver. This bucket makes small paving areas a faster job than all-manual shoveling from the paver hopper. By using a skid steer on the project, the hand work-ers get to be more efficient and less ex-hausted by the end of the shift.

For best operation, the skid steer must be kept in good condition. Remember to clean the equipment regularly and perform rou-tine maintenance according to OEM’s rec-ommendations.

John Ball is the proprietor of Top Quality Paving, Manchester, N.H. For more informa-tion, contact (603) 493-1458 or [email protected].

By JohN BAll

A

42 september 2014

pICturE A: BuIlDING thE MAtErIAl pIlE. the hydraulic cylinders allow the operator to roll the bucket forward and back, and open and close the bucket. these cylinders and their housings must be kept clean and clear of asphalt build-up to remain operational. pICturE B: CollECtING thE MAtErIAl pIlE. hand laborers have less running around to do when the skid steer can collect and move piles of material for them. this reduces time and labor costs. pICturE C: DuMpING thE MAtErIAl pIlE. the skid steer operator can place the bucket strategically over the haul truck bed before opening it and dumping the material, saving on equipment wear and potential messes.

B

C


FHWA SeekS InnovAtIve tecHnologIeS

recent publications from fhWA have clarified that innovation, quality and sustainability are part of the equation when using a proprietary process in con-struction projects. the clarifications have been a boost to the credibility and use of specialty asphalt items.

By sCott NAzAr

44 september 2014

Regulations and restrictions for the use of patented or proprietary prod-ucts were first included in Title 23

of the United States Code related to federal funding for highway construction decades ago. Since then, vendors and specialty con-tractors of proprietary products have been under a false assumption that the Federal Highway Administration (FHWA) was in-directly stifling innovation. In 2006 FHWA sought to formally clarify its stand on the use of proprietary products in highway projects.

In the memo “Guidance on Patented and Proprietary Product Approvals,” FHWA of-ficials wrote how Code of Federal Regula-tions (CFR) 635.411 in Title 23 on material and product selection prohibited the allo-cation of federal funds for federal highway projects on patented or proprietary materi-als or processes unless specific conditions were met. The goal of 635.411 had long been to foster competition in the bidding process in an effort to lower costs and limit the bur-den on taxpayers footing the bill on these expensive, large-scale projects. The memo of 2006 was revolutionary in that it clarified the importance of “allowing the opportunity for innovation” and “potential for improved performance.” Any product that a particular state department of transportation (DOT) identified as significantly outperforming another could be used in construction proj-ects, even if it was the only product available to use in that given project.

Recognizing that the previous regulation had been interpreted inconsistently on oc-casion, FHWA also posted a list of questions and answers on its website* to provide a bet-ter understanding of 635.411. But decades of misconceptions about the ability to use “sole sourcing” of proprietary products for federally funded projects couldn’t be cor-rected with a single memo. Subsequent guidance has been issued, including in 2011. The Q&A was updated again as recently as April 2013. Among other specifics, the latest version of answers reemphasizes that a state DOT can specify proprietary products after it certifies that no suitable alternative prod-uct exists. A product or process identified in the plans or specs can be either a brand or a product so narrow in focus that “only a sin-gle provider can meet the specification.”

In addition, proprietary processes such as warm-mix asphalt technology or various recycling procedures with-in the asphalt industry—not just prod-ucts—are more clearly defined. “As

used in 23 CFR.411, the term ‘process’ refers to a manufacturing fabrication or construction process specified by the con-tracting agency in the contract documents.”

The message has been sinking in and DOT officials are making a transition to us-

ing the best product with less fear of los-ing their federal aid for a project. Innova-tion has led to more sustainable solutions to reinforce, preserve and protect trans-portation infrastructure. When these products and processes prove to have no

they haD no incentive to write inclusive specs For proprietary proDucts, even iF those sole source materials woulD save the taxpayers money.


peer, the specs written by individu-al DOTs for a specific part of a project sometimes are written for a single source; named or unnamed.

A process is now firmly in place for DOTs to encourage vendors and special-ty contractors to write specs that are “in-clusive” rather than permissive. In oth-er words, a spec for a project can include language highlighting a specific type of solution or even a brand-name product, instead of a general spec that allows for any mix or additive for use in that proj-ect. This will require asphalt profession-als to keep clear lines of communication with DOT materials engineers so they continue to recognize the many benefits the many iterations of asphalt paving of-fer for a healthy infrastructure.

It has never been a matter of sole sourc-ing being frowned up by FHWA, but rath-er a case of better communicating when a DOT could or could not use a single solu-tion on highway construction or rehabili-tation projects. The evolution has been a boost to both the credibility and (as a re-sult of the increased business opportuni-ties) bottom line for companies such as FORTA Corp., whose FORTA-FI macro-synthetic fiber solutions for asphalt help reduce and prevent surface cracking. It’s also been a boon to other industry inno-vators like URETEK, which specializes in improving the weight-bearing capacity of

subsurface soils through the injection of expanding structural polymers.

“Prior to the rules clarification, it took three bidders to satisfy FHWA require-ments, so sole sourcing had been exclud-ed from the process,” Les Simon, a URE-TEK USA sales representative for states across the east coast and Midwest said. “One bidder with a proprietary prod-uct could do a project better, but DOTs weren’t clear on the requirements.”

Without the proper incentives to promote innovation and sustainability, DOT officials didn’t want to risk losing federal funding. They had no incentive to write inclusive specs for proprietary

products, even if those sole source ma-terials would save the taxpayers money.

Innovation also was blocked by com-panies complaining about the fact that utility patents for proprietary products last 20 years, Simon said. These com-panies wanted the benefit of creating versions of more sustainable solutions without putting in the years of research and development required to design and manufacture a solution.

“Through the work we’ve done with DOTs like New Jersey, they’ve realized and said they are the stewards of the taxpayers,” Simon said. “When 10 engi-neers at the New York DOT tell me we don’t need three bids, and write specs designating that our solutions should be used in specific projects, then that opens the floodgates for a host of products like FORTA’s that were previously excluded because they were proprietary.”

In the 1980s, few people cared that a car could get 50 miles per gallon because gas was so cheap. There was no incentive for innovation. Thankfully, that type of shortsighted view is no longer the case when it comes to finding cheaper, bet-ter alternative energy and transporta-tion solutions in the United States. The same line of thinking should apply to de-veloping and implementing more effi-cient and safer highway and infrastruc-ture solutions amid today’s fiscal envi-ronment. The recent publications from FHWA have clarified that innovation, quality and sustainability are not sacri-ficed by using a proprietary process in construction projects. The communica-tion lines are now open from the federal government to the states. It’s up to DOT officials to write specs that more strong-ly encourage sustainable solutions from contractors and vendors that will stretch taxpayer dollars.

the goal oF 635.411 haD long Been to Foster competition in the BiDDing process.

scott Nazar

46 september 2014

stAtUsmatters

50 september 2014

When General Motors’ NCM Motorsports Park required a superior per-forming track for its distinguished guests, asphalt industry members de-livered more than a race track. What new Corvette owners get to experi-

ence is nothing short of fantastic. What the GM complex received is a public relations goldmine and revenue source paved in asphalt. It’s far too much to explain in one page, but across I-65 from the International Corvette Museum in Kentucky, Scotty’s Contracting built a gorgeous, sinuous asphalt track with all the turns and straight-aways that put a racecar driver to the test.

The team that built the track included Brian Prowell of Advanced Materials Servic-es, LLC (AMS) of Auburn, Ala. Prowell explained that he was introduced to the proj-ect twice. A civil contracting consultant was on the job the first time Prowell came across the project. Brian Wood of the Plantmix Asphalt Industry of Kentucky (PAI-KY) suggested Prowell could help them out with his racetrack knowledge. The next time AMS got involved more deeply when colleague Mitch Wright became employed at the track. Prowell explained that the mix design in place at the time had some devi-ations from AMS’s standard practice; that’s when the asphalt industry’s attention to quality control kicked in for GM and all future racecar drivers.

With perfect manipulation of nominal maximum aggregate size relative to aggre-gate hardness and a design to accommodate materials at hand, the team put togeth-er a magnificent structure. The crew even incorporated the warm-mix asphalt tech-nology of Evotherm 3G additive from MeadWestvaco. An Astec plant about a dozen miles from the site produced the mix that an experienced Scotty’s crew placed. Pav-ing concluded June 2014. We’ll have all the details in the next edition of AsphaltPro.

photo courtesy of Mike o’leary, proud Corvette owner and track driver.

GM selects asphalt for Corvette track, team selects quality all around

By AsphAltpro stAff


equipment gallery

Altec has begun outfitting their AC45-127s telescopic boom truck with the new hirschmann isCAlE Control system. photo courtesy of hirschmann Automation and Control.

52 september 2014

At the asphalt plant, monitoring ma-terial has to be exact. That sounds familiar because it’s a constant in

this business. One of the aspects of mate-rial weight not discussed in the plant con-trols and automation article earlier in this edition of AsphaltPro is that of the actu-al scale under the loadout area. The re-search and engineering team at Fairbanks Scales of Kansas City, Mo., has that “un-der control,” though. Earlier this summer they announced the Trident Truck Scale with Intalogix® Technology.

The scale itself is a fully electron-ic, heavy capacity scale, built to federal bridge standards, according to the man-ufacturer. Fairbanks reps state that the scale can be shipped from the factory and installed in one day. It features an open-bottom design to create a natural ventilation system.

“Armored stainless steel load cell ca-bling is provided for durability and load cells are hermetically sealed to protect from moisture. The Trident also features encapsulated circuit boards, a scale in-dustry exclusive.”

All Trident scales come with Fairbanks’ proprietary Intalogix Technology, which is a digital, unique surge protection tech-nology developed by Fairbanks Scales. According to the manufacturer, the heart of the technology is a true digital sig-nal that’s up to one million times stron-ger than a conventional analog signal. In-talogix uses its signal to stay in constant communication with the scale’s individ-ual load cells, instantly detecting any ab-normality or deviation in performance. If moisture or some other problem crops into a load cell or other electronic com-ponent, Intalogix Technology alerts the plant operator and tells him where the trouble is located.

The Intalogix Technology also fea-tures optical load cell isolation. This cre-ates a surge-stopping barrier between the scale’s load cells and supporting elec-tronics, suspending the load cells from

harmful surges and electrical spikes. As a second line of defense, Fairbanks instru-ments with Intalogix Technology boast an electrical isolation design. This meth-od of isolation is to ensure that any surge that happens to enter the system is di-verted to “earth ground,” instead of rush-ing through all the scale electronics. You can get more information about installing Intalogix on current scale systems or up-

dating to Fairbanks Trident scale with In-talogix at (800) 451-4107.

Above the loadout area, producers have silos and conveyors to access. Now pro-ducers who purchase their own lift equip-ment for that job, or contractors who use a boom truck for the mechanic truck have controls systems at their service in these applications. Need access to a bridge deck or the top of a stacker? You can make

Technology Automates Multiple Equipment Offerings By AsphAltpro stAff

top: the operator can view all lift information on a 7-inch color screen. photo courtesy of hirschmann Automa-tion and Control. lEft: trident scale from fairbanks scales. rIGht: the Instrotek CoreDry® with pumpsaver is one of the innovations Maurice Arbelaez considers a great advancement for QC/QA labs. “With over 10 years in the market, this Instrotek original product has recently taken off and helped reduce the number of disputes be-tween contractor and Dots while speeding up the testing time of…bulk specific density of field cores. With…half of all state Dots using the CoreDry, we are at a tipping point in the industry. soon the CoreDry will become stan-dard practice for asphalt core drying.” photo courtesy of Instrotek.


the operation a little safer with controls that keep weights in check. Altec has be-gun outfitting their AC45-127S telescopic boom truck with the new Hirschmann iS-CALE Control System. The load moment and area protection system, known as Al-tec’s LMAP system, consists of a com-plete Hirschmann system package, which includes the vSCALE D3 display, cSCALE S6 control unit, and various sensors, ac-cording to the manufacturer.

Hirschmann customized the program-ming of the LMAP to meet Altec’s specif-ic requirements. The console features a bright 7-inch color display with video ca-pability and intuitive menu navigation. The operator can view all lift information including general configuration, lift ge-ometry and engine parameters. The op-erator can also define audible alarm set points (area protection) and numerous user warnings, which helps to improve awareness on the job site.

This system is the result of a partner-ship between Altec and Hirschmann. For more information, contact Sarah Nell at Hirschmann Automation and Control at (717) 217-2255 or [email protected].

We’re not overlooking the compo-nents within the lab. New technology at the plant and in the field influences test-ing and quality control/quality assurance (QC/QA), and that means new items with new controls and parameters in the lab-oratory setting. Maurice Arbelaez of In-stroTek shared what he’s seen lately when it comes to lab technology.

“While there has been an increase in WMA, there have been little changes to the way asphalt labs are currently testing WMA mix designs,” he said. “Apart from lowering the test temperatures slightly on tests like AASHTO 283 and incorporat-ing a foaming device, there have not been many other changes. There are studies currently being conducted to see if foam-

ing is required in the design process. Once these studies are concluded, the industry will have a much better idea if foaming de-vices will be needed for mix design.”

While we wait for the results, lab techs can pick up the Accufoamer. Arbelaez shared what he sees as the benefits of the device for mix design testing: “Allow to accurately replicate the asphalt product that will be placed in the field.”

At this time, research facilities appear to be more interested in the foaming de-vice than producers in the field. “I would say that only about 1 to 2 percent of pro-duction asphalt labs currently have a WMA foaming device,” Arbelaez shared. “As a manufacturer of a WMA foaming device, we can say that the majority of these sales have been to asphalt research institutions like universities and private research firms.”

With new systems and equipment comes a learning curve for their use. Companies aren’t leaving end users be-hind. For example, Brookfield Engineer-ing of Middleboro, Mass., has prepared a guide titled More Solutions to Sticky Problems in which their researchers ex-plain the process of making rheological measurements, present additional vis-cosity measurement techniques and ex-plain the difference between Newtonian and non-Newtonian fluids.

Chapter one of More Solutions to Sticky Problems discusses the primary reasons for making rheological measure-ments and chapter two presents the wide variety of instruments, accessories and systems designed for specific applica-tions. The third chapter takes the reader through the actual process of making vis-cosity measurements and chapter four digs deeper into the basics of rheology. Chapter five discusses how to analyze data and the sixth chapter explains vari-ous test methods.

The guide also contains several ap-pendices covering everything from spin-dle dimensions and entry codes, to shear rates, ASTM specifications, and a list of industry publications covering rheology and viscosity measurement. To get your updated copy of More Solutions to Sticky Problems, visit www.brookfieldengineer-ing.com or call (800) 628-8139 or (508) 946-6200.

equipment gallery

the Accufoamer from Instrotek is designed to replicate the WMA product that will be placed in the field. photo courtesy of Instrotek.

54 september 2014

hcss soFtware anD moreHCSS is known for developing software to assist members of the construction in-dustry, and now also offers a safety acad-emy that includes a host of topics beyond instruction for using HCSS Safety Manag-er software. The HCSS Safety Academy is a comprehensive course designed to provide attendees with 3 and a half days of train-ing on key skills that are needed to manage a construction safety program. It places an emphasis on Focus Four training. Partici-pants should learn techniques for deliver-ing basic safety training to field personnel, and should leave the program understand-ing how to recognize and manage the pri-mary hazards that are prevalent on most construction sites. This course is recom-mended for general and specialty contrac-tors and other professionals involved in construction safety, site audits, training, su-pervision and on-site safety.

The next HCSS Safety Academy takes place Nov. 10 through 13 in Sugar Land, Texas. The instructors are Robert W. Em-

merich, P.E., CHST, CET, and James T. Goss, CHST. Emmerich has more than 35 years experience in safety, construction project management, operations man-agement and engineering. As an OSHA-authorized trainer for the OSHA outreach course in construction and a nationally recognized construction instructor, he has trained thousands on construction and industrial safety. Goss has more than 30 years of safety experience and more than 25 years involved with heavy high-way/civil and commercial building con-struction projects. He is an OSHA Train-ing Institute instructor and a nationally recognized trainer who has taught thou-sands as well.

The topics covered during the three and a half days include:• OSHA inspections;• Subcontractors and multi-employer

relations;• How to use technology in safety

(2 classes);• Job safety analysis;

• Equipment management;• Accident investigation;• Highway and work zone safety;• OSHA crane and derrick standard;• Using HCSS Safety Manager software;

and more.Visit www.hcss.com for more information on

registering, or call (800) 683-3196. Let them know you saw it in AsphaltPro magazine.

economize icBOMAG Americas of Kewanee, Ill., brings compaction measurement technology to mid-size tandem vibratory rollers with the Economizer as an optional feature on its BW138AD-5 roller. The Economizer system is designed to save time and money by pro-viding operators with real-time mat data.

The BW138AD-5 Economizer uses an acceleration sensor to measure the stiff-ness of the target material across the en-tire compacted area. Data from the sensor is instantly displayed via a series of 10 yel-low LED lights on the roller’s instrument


equipment gallery

panel. The number of illuminated lights on the LED display increases in conjunction with increased compac-tion levels, allowing the operator to react to changing conditions.

The Economizer signifies that maximum compaction has been achieved when the number of illumi-nated lights does not increase with subsequent roller passes. Addition-ally, a red LED light on the display warns of potential over-compaction, thereby preventing fractured aggre-gate. A sudden drop in the number of lit LED lights indicates a weak spot in the material, allowing operators to immediately analyze and remedy that particular area of the project.

Powered by a Tier 4i 45.3-horse-power, water-cooled Kubota die-sel engine, the BW138AD-5 deliv-ers a maximum centrifugal force of 10,800 pounds. Offering a work-ing width of 54.3 inches, the roller includes larger 35.4-inch diameter drums and provides dual vibration frequencies of 3,480 or 2,820 vpm. Additionally, the roller’s bolt-on os-cillating and articulating joint im-proves maneuverability by allowing

the rear drum to follow the same path as the front drum while turning.

A suspended and vibration-iso-lated operator’s platform includes a fully adjustable seat for added com-fort, while allowing clear visibility of the drums. Operator efficiency is enhanced with multifunctional dual travel levers and Smart Drive steer-ing wheel that provides more work-ing room and a full view of all ma-chine controls.

The BW138AD-5 is equipped with a pressure water sprinkler system that includes a high-capacity 81.9-gallon water tank for extended operation in-tervals between refills. Filtered spray nozzles and automatic interval sprin-kler control contribute to water sav-ings, while solid windscreens ensure that the drums receive sufficient cov-erage even in windy conditions. Flex-ible, spring-actuated scrapers further contribute to optimum water distri-bution. Standard safety features on the BW138AD-5 include foldable ROPS with seat belt, back-up alarm, emer-gency stop button, and front and rear working lights for night operation. The roller’s engine hood and instru-

56 september 2014

equipment gallery

ment panel are also lockable to protect against vandalism.

For more information, contact BOMAG at (309) 853-3571 or [email protected]. Let them know you saw it in Asphalt-Pro magazine.

immerse your heatProcess Heating Company (PHCo) of Seattle offers flanged immersion heat-ers, which can be built into any tank, large vat or reservoir ranging from 100 to 1 mil-lion gallons to provide precise, controlled heat that prevents coking or damaging of temperature-sensitive material. The flange-mounted heater is unique in the industry because it features a drywell-style element that resides inside a pipe or tube, allowing the element to be accessed and removed from outside the tank for maintenance, eliminating the need to drain the tank to service the elements. The flanged immersion heater consists of a standard ANSI 150- or 300-pound flange for mounting, with Process Heat-ing Company’s exclusive Lo-Density® (low-watt density) heating elements that spread heat out over a large surface. The flanges are available in sizes ranging from 3 inches to 36 inches.

Electric heat offers 100 percent ener-gy efficiency because all of the energy is

used, according to the manufactur-er. Each heating unit is designed for the individual application, and can be customized to meet the needs of the manufacturer or end user for sheath diameter, number of elements, sheath length or applications such as ex-treme temperatures, increased amps or specialty metals. Typical materi-als that benefit from precise, electric, low-watt density heating include as-phalt, light and heavy fuel oils, diesel, bio-diesel, glycerin, lube oils, hydrau-lic fluids, resins/epoxies and other sensitive materials.

Flanged immersion heaters can function using pre-existing control panels or can be paired with UL-list-ed controls, which offer easy-to-use complete automation of temperature regulation. The main indicating tem-perature control regulates the prod-uct temperature, and includes a high-limit control for safety. The main dis-connect and individually fused heat circuits provide overcurrent protec-tion. All components are mounted and prewired in a NEMA Type 4 enclosure. Custom control panels are also avail-able, including SCRs and those that call for computer-based logic circuitry.

Flanged immersion heaters can be made from mild steel or various grades of stainless steel, and customized


equipment gallery

depending on the application. The sheath wall thickness ranges up to .300 inch for du-rability and corrosion resistance. The heat-ing units are suitable for a kilowatt rating of up to 1,000 kW; voltages up to 600 VAC, in single or 3-phase; and watt densities of up to 20 watts per square inch and less than 10 being standard. Immersion heaters are available in immersion lengths of up to 40 feet. Terminal closures come standard with moisture resistance, and are customizable to also be explosion resistant. Process Heat-ing Company stands behind its equipment, offering an industry-exclusive five-year ele-ment replacement guarantee.

For more information, call (866) 682-1582. Let them know you saw it in Asphalt-Pro magazine.

sense liquiD levelsAmong its diverse product offering at the International Liquid Terminals Association (ILTA) International Operating Confer-ence & Trade Show 2014 in Houston June 2 through 4, MTS Systems Corporation of Cary, N.C., displayed its Level Plus® Mod-el MG and Touchscreen Modbus Termi-

nal. MTS Sensors is a division of MTS Sys-tems Corp. that serves its global customers with a focus on regional support. Through its research, development and produc-tion of Level Plus liquid level transmitters, MTS creates solutions that provide 3-in-1 measurement, providing product level, in-terface level and temperature from a sin-gle process opening. Level Plus liquid level transmitters are commonly used for auto-matic tank gauging in the oil & gas, chemi-cal, petrochemical, and other industries.

“Our sensors offer unique advantages that enable manufacturers of storage ves-sels to save money and improve their pro-ductivity,” Lee Aiken explained. “Addition-ally, we offer a range of sensors that meet stringent regulatory compliance world-wide, including NEPSI, FM, CSA and ATEX standards in China, Europe and the Amer-icas for intrinsically safe and explosion-proof applications.”

The Level Plus Model MG offers a digital serial output in multiple configurations in-cluding both a rigid pipe and flexible hose for use in bulk storage applications located within a hazardous area.

The Touchscreen Modbus Terminal is HMI designed for use in hazardous areas or

control roms providing graphical and tabular data for Modbus networks of the Model MG.

For more information, contact MTS Sys-tems, Sensor Division, at (919) 677-0100 or [email protected]. Let them know you saw it in AsphaltPro magazine.

collect techwise moDelsECCO of Boise, Idaho, has launched its biggest end-user promotion. As of May of this year, consumers can collect a se-ries of six promotional leaflets found in ECCO product boxes. Each leaflet edu-cates the reader about a different one of ECCO’s six main product categories and one of six items of interest including its mobile learning platform, TechWise. On the back of each leaflet is a “Claim Your Truck” panel. Once consumers collect six of these panels, they can be redeemed for one of six collectible die-cast model trucks, absolutely free. Collecting 36 pan-els gets you the whole set of models.

For more information, contact [email protected]. Let them know you saw it in As-phaltPro magazine.

58 september 2014

Call Sally Shoemaker to order yours today!

Order yours today, shipped direct to your facility on

Only $1.00 per copy + shipping. Special pricing available on quantities over 5,000, call for pricing

Help educate future generations about the value of asphalt roads while

providing a positive community message about your asphalt facility!!!!!

Asphalt Pro magazine is proud to announce the launch of Asphalt Lane: A children’s activity book designed to deliver a positive educational message to your local school children.

Told through the eyes of Chuck the Truck and his sidekick Chuck Jr. the story of Asphalt Lane is a perfect opportunity for you to use as a public relations tool.

• Curriculum ideas for your local school district or your child’s elementary class

• A career day activity at your facility

• Company Events- picnics, open houses, plant tours

• Tradeshow giveaways

• Giveaways to local favorite restaurant, church, synagogue.

Use Asphalt Lane for:

573-823-6297

www.theasphaltpro.com or www.asphaltlane.com

A letter prepared by the American Road & Transportation Builders Association (ARTBA) and signed

by 62 organizations concerning the High-way Trust Fund went to Capitol Hill July 14. The letter asks Congress to “avoid the immediate transportation cliff and im-prove the long-term fiscal condition of the Highway Trust Fund during 2014.” We’ve included the letter below so you may use it or portions of it in prepara-tion of your own letter to your represen-tatives. We look forward to hearing from readers about the legislative fly-in host-ed by the National Asphalt Pavement As-sociation (NAPA) this Sept. 9 through 10.

To Members of Congress,[I] the undersigned urge the

House of Representatives and Senate to pass bipartisan legisla-tion that will stabilize the High-way Trust Fund and prevent a shut-down of federal highway and public

transportation investments across the country.

Our transportation infrastruc-ture network is the foundation on which the nation’s economy func-tions. American manufacturers, industries and businesses depend on this complex system to move people, products and services ev-ery day of the year.

As the World Economic Fo-rum (WEF) noted in its 2013-2014 Global Competitiveness Report, infrastructure connects regions, integrates markets and provides access to markets and services. While this latest report places the U.S. economy fifth in its “Global Competitiveness Index,” Ameri-ca’s infrastructure network now ranks 15th globally.

Shortchanging the Highway Trust Fund is not the path to fu-ture economic growth, jobs and

increased competitiveness. The possibility of a deficient Highway Trust Fund that shutters 100,000 construction projects that sup-port 700,000 jobs and puts all new highway, bridge and public trans-portation investments on hold will further harm an already frag-ile economy.

The U.S. economy requires a surface transportation infrastruc-ture network that can keep pace with growing demands. A long-term federal commitment to pri-oritize and invest in our aging in-frastructure and safety needs is essential to achieve this goal. Keeping the Highway Trust Fund solvent is the first step.

[I] urge Congress to avoid the immediate transportation cliff and improve the long-term fiscal con-dition of the Highway Trust Fund during 2014.

write to YoUr legislAtors

60 september 2014

tHe signers• National Association of

Manufacturers • u.s. Chamber of Commerce • American road & transportation

Builders Association • Associated General Contractors of

America • National retail federation • American trucking Association • u.s. travel Association • American farm Bureau federation • Mothers Against Drunk Driving • NAACp • American Association of state

highway and transportation officials

• International union of operating Engineers

• American society of Civil Engineers • laborers International union of

North America• National Association of

Development organizations • NAIop, the Commercial real Estate

Development Association

• American public transportation Association

• Airports Council International– North America

• transportation for America • Building America's future • smart Growth America • Commercial Vehicle safety Alliance • the American Association of Motor

Vehicle Administrators • Governors highway safety

Association • American highway users Alliance • American public Works Association • American Council of Engineering

Companies • National stone sand and Gravel

Association • transportation Intermediaries

Association • the American society of

landscape Architects

• American Iron and steel Institute • National utility Contractors

Association

• American Concrete pipe Association

• American Concrete pavement Association

• National ready Mixed Concrete Association

• National Asphalt pavement Association

• truckload Carriers Association • American Association of Airport

Executives • International Bridge, tunnel and

turnpike Association • Intelligent transportation society

of America (Its America) • safe routes to school National

partnership • league of American Bicyclists • Alliance for Biking & Walking • Association of pedestrian and

Bicycle professionals • National tank truck Carriers • American Moving & storage

Association • NAtso, representing America’s

truckstops and travel plazas

• National recreation and park Association

• Metropolitan planning Council (Chicago, Il)

• American traffic safety services Association

• sMArt – transportation Division • safe Kids Worldwide • peopleforBikes – Business

Network • policylink • International Warehouse logistics

Association • the National Industrial

transportation league • the Coalition for America’s

Gateways and trade Corridors • Association of Equipment

Manufacturers • portland Cement Association • Associated Equipment Distributors • National Electrical Contractors

Association • National Electrical Manufacturers

Association (NEMA)


here's how it works

Trimble’s Connected Site® SolutionYou could turn a potential three-hour

delay with repaving work into a 15- or 20-minute break with smooth re-

sults. Rather than sending a member of the team out to a work zone, troubleshoot prob-lems with wireless technology. The team at Trimble, Sunnyvale, Calif., has a solution that goes beyond the computer in the office. The Trimble® Connected Site® solution uses software, wireless devices and the sup-porting infrastructure of the Trimble Inter-net Base Station Service (IBSS) to communi-cate between the office and various compo-nents in the field. Here’s how it works.

A Trimble MS972 GNSS smart antenna is affixed to and integrated with the equip-ment to be monitored, such as the cold plan-

er/milling machine, the asphalt paver, or the soil or asphalt compactor. For this example, we’ll use the closed-cab asphalt compactor.

The Trimble CCS900 Compaction Con-trol System software uses the smart anten-na to read and collect data from the asphalt mat, such as temperature. It sends that data through a protected, flexible cable and “tells” the Trimble CB460—or CB450—in-cab con-trol box where cool spots occur.

The system also detects—and communi-cates to the operator—areas where density has been achieved so the operator can save fuel by avoiding overcompaction of those ar-eas. Additionally, the CCS900 delivers pass-count mapping information to the control box. As it collects data, the CCS900 software

transfers compaction data using the Trimble SNM940 Connected Site Gateway receiver to the office for analysis.

In the event that the GPS manager or proj-ect supervisor in the office detects a problem or receives an alert from any other equip-ment, they can relay information through the Trimble Connected Community to the field. From the office, the GPS manager or project supervisor remotely checks the field crew controllers and fixes problems that may oc-cur. If they need to change the roller opera-tor’s pattern due to a mix temperature fluctu-ation, they can use Trimble Remote Assistant to help the operator make the changes.

For more information, contact a Trimble rep-resentative at (800) 361-1249.

place the trimble sps855 GNss modular receiver in a location with clear visibility to the sky. the trimble CB460 control box communicates information to the roller opera-tor from the Ms972 GNss smart antenna.

62 september 2014

PO Box 519, Shelbyville KY 40066 • Fax 502.647.1786

Inc.

CALL US NOW FOR DETAILS 866.647.1782 VIEW ALL OUR INVENTORY ONLINE AT:

www.ReliableAsphalt.com

Featured Listings1994 400 TPH Astec Double Barrel Plant - RAP 13879

Gencor Rotary Mixer Plant - RAP 13971

• (2)200tonCedarapidsSiloSystemw/SlatandScales• GencorNominal6x18RotaryMixer-ModifiedBucketElevator• 10x50Dryerw/GencorUltraflameIIBurner• StandardHavensBaghouse,KOBox,Ductwork• 5BinColdFeedSystem-KPI-JCIVirginScreenNominal4x10

• VirginScaleBelt• SkidMountedRapBin-LumpBreakerandRapScaleConveyor• HorizontalFuelOilTanks• ControlHousew/PlantControls• Note:(1)VerticalACtanknotincluded

SeevideooftheseplantsatourYouTubeChannel:www.youtube.com/user/asphaltplantpros

• 8ftAstecDoubleBarrel• Nominal70,000CFMBaghousew/HorizontalCyclone• 5BinColdFeedSystem• VirginScreen&ScaleConveyor

• RapBin• RapScreen&ScaleConveyor• ControlHousewithPlantControls• (SiloSystemandACStorageNotIncluded)

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

Asphalt Drum Mixers… ............ ….30, 57 Contact: Steve Shawd or Jeff DunneTel: [email protected]

Astec, Inc................................….16, 23, 27Contact: Tom BaughTel: [email protected]

B & S Light Industries… ................. ….48Contact: Mike YoungTel: [email protected]

Butler-Justice………… .......................…29Contact: [email protected]

CEI ........................................................... 4Tel: [email protected] www.ceienterprises.com

D & H Equipment… ......................... …56Tel: [email protected]

Dillman Equipment…..........................34Tel: 608-326-4820www.dillmanequipment.com

E.D. Etnyre ........................................... 46Contact: [email protected]: 800-995-2116www.etnyre.com

Ergon Inc……… ...............................…….11www.Savemyroad.com

Fast-Measure……… ........................... …65Tel: 888-876-6050www.Fast-measure.com

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

Heatec, Inc. ............Inside Front CoverContact: Sharlene BurneyTel: [email protected]

Homestead Valve… ..............................61Tel: [email protected]

Libra Systems…… .................................45Contact: Ken CardyTel: [email protected]

NAPA Annual Meeting…… ............ …..63www.asphaltpavement.org

Quality Paving Consultants… ........….55Contact: Jarrett WelchTel: 970-361-1525qualitypavingconsultants@gmail.comwww.qualitypavingconsultants.com

Reliable Asphalt Products ......................... Back Cover, 64Contact: Charles GroteTel: [email protected]

Roadtec……………… ......................…….7, 9Contact: SalesTel: [email protected]

Rock Systems… .................................….41

Contact: Mike Bruce,

[email protected]

Or Vicki Savee,

[email protected]

Tel: 916-921-9000

www.rocksystems.com

Rotochopper,

Inc ............................. Inside Back Cover

Tel: 320-548-3586

[email protected]

www.rotochopper.com

Stansteel

AsphaltPlant Products… .................... 47

Contact: Dave Payne

Tel: 800-826-0223

[email protected]

www.stansteel.com

Stansteel…… ..........................……………21

Contact: Dawn Kochert

Tel: 800-826-0223

[email protected]

www.hotmixparts.com

Systems Equipment… .........................37Contact: Dave Enyart, Sr.Tel: 563-568-6387Dlenyart@systemsequipment.comwww.systemsequipment.com

Tarmac International, Inc ..................25Contact: Ron HeapTel [email protected] Top Quality Paving…… .................... …65Contact: John BallTel [email protected]

Transtech Systems… ...........................33Tel: [email protected]

Willow Designs……… ......................…..55Contact: Jerod WillowTel: [email protected]


The U.S. and European nations recently announced coordi-nated sanctions targeting Russia’s long-term ability to de-velop new oil resources, in response to the country’s in-

volvement in the insurgency in the Ukraine. These sanctions could eventually impact the global supply of crude oil by denying or limit-ing exports of oil industry equipment and restricting Russian banks from accessing European capital markets.

Additionally, violence in Iraq has created uncertainty over the country’s ability to continue to produce and export oil at its current pace. Although most of the current conflict is limited to the north-ern and western parts of Iraq, where effects on crude oil production are relatively small, markets are also considering the risks of a po-tential future disruption to Iraqi production and exports from the major southern fields. With low surplus production capacity and high-unplanned outages compared to historic levels, current and future threats to production will noticeably affect crude oil pric-es. According to the Department of Energy, production in 2014 in-creased to 3.3 million barrels per day in May, which actually was 150,000 barrels per day better than May 2013. In July, the Energy In-formation Administration (EIA) reduced its forecast to 3.1 million to 3.2 million barrels per day through 2015 — and that reduction takes into account the region’s current tensions.

The international turmoil coupled with increased domestic pe-troleum production has resulted in less U.S. petroleum imports. Net imports peaked at over 60 percent in 2005, declined to 33 per-cent in 2013, and are expected to fall to 24 percent in 2015, which would be the lowest level since 1970, according to the EIA.

The Institute for Energy Research points to hydraulic fractur-ing and directional drilling, which have created an oil production renaissance in the United States that has lowered petroleum im-ports, stabilized world oil prices, and created new jobs and invest-ment while reducing energy prices for Americans. Net petroleum imports have declined from over 60 percent in 2005 to 33 percent in 2013, and to a projected level of 24 percent in 2015. Brent crude oil prices in the past 3 years have hovered around $110 per barrel and EIA expects them to decline in 2014 and 2015 due to non-OPEC oil production growth exceeding oil consumption growth. The Unit-ed States has the resource potential to further increase domestic oil production, particularly on federal lands, which could dampen prices further if government red tape and regulations were lifted.

The bottom line: According to the EIA’s recent estimate of prod-uct supply, the decline in production of Iraqi oil along Russian sanctions, might be offset by a decline in demand. During the past month, gasoline demand averaged approximately 9 million bar-rels per day, down by 0.4 percent year over year. Heating oil and die-sel fuel demand averaged 3.8 million barrels per day over the past month, down by 6.2 percent from 2013 levels. However, while in-ternational demand could decline, our decreased reliance on im-ported oil has successfully stabilized world oil prices and makes for cheaper energy for Americans and American companies.

the last cut

liquid Asphalt Cement prices—average per ton

Company, state feb’14 Mar’14 Apr’14 May’14 June ’14

phillips 66, tenn. $540.00 $560.00 $560.00 $580.00 $595.00

Axeon specialty products, Ga. 550.00 540.00 540.00 565.00 565.00

Axeon specialty products, N.C. 565.00 555.00 550.00 565.00 567.50

Axeon specialty products, Va. 560.00 550.00 540.00 565.00 565.00

Assoc’d Asphalt Inman, N.C. 570.00 570.00 565.00 575.00 585.00

Assoc’d Asphalt Inman, s.C. 570.00 570.00 570.00 580.00 590.00

Assoc’d Asphalt Inman, Va. 570.00 550.00 555.00 575.00 585.00

Marathon petroleum, tenn. 540.00 540.00 560.00 580.00 580.00

Marathon petroleum, N.C. 540.00 540.00 560.00 570.00 600.00

Valero Energy, N.C. 560.00 565.00 565.00 555.00 575.00

California Average 547.30 583.70 553.30 550.10 564.40

Delaware Average 560.00 546.67 541.67 553.33 561.67

Kentucky Average 534.38 539.38 545.63 557.50 565.00

Massachusetts Average 640.00 640.00 615.00 615.00 595.00

Missouri Average 532.50 545.00 550.00 560.00 572.50

Data for southeast region, source: ncdot.org; Data for California, source: dot.ca.gov; Data for Delaware, source: deldot.gov; Data for Kentucky, source: transportation.ky.gov; Data for Massachusetts, source: mass.gov; Data for Missouri, source: modot.mo.gov

sources: Energy Information Administrationsources: Energy Information Administration

Crude oil Activity (u.s. Crude)

futures spot data stocks

Apr 17 $104.30 397.7 m bbl

Apr 25 $100.60 399.4 m bbl

May 2 $99.76 397.6 m bbl

May 9 $99.99 398.5 m bbl

May 16 $102.02 391.3 m bbl

May 23 $104.35 393.0 m bbl

May 30 $102.71 389.5 m bbl

Jun 6 $102.66 386.9 m bbl

Jun 13 $106.91 386.3 m bbl

Jun 6 $102.66 386.9 m bbl

Jun 13 $106.91 386.3 m bbl

Diesel fuel retail price (dollars per gallon)

Apr 14 3.952

Apr 21 3.971

Apr 28 3.975

May 5 3.964

May 12 3.948

May 19 3.934

May 26 3.925

Jun 2 3.918

Jun 9 3.892

Jun 9 3.892

Hidden upside to crude volatility

66 september 2014

PO Box 519, Shelbyville KY 40066 • Fax 502.647.1786

Inc.

VIEW ALL OUR INVENTORY ONLINE AT:

www.ReliableAsphalt.com866.647.1782

• Twin 200 ton silos• Waste Silo• Dillman main drag 39in

x 01ft long

• Incline transfer• Astec truck scale 70ft• Axles attached

RAP-14378 PORTABLE ASTEC SILOS

3Qualified listings3Complete retrofit capability3All types of component reconditioning

3Custom engineering3Experience with all types of plants 3Complete plants and stand alone components

• 25 hp motor and gearbox thoroughly checked

• New rolls with hardened teeth

• New bearing

• New side-liners• Sandblasted• Primed and painted• Support structure also

available

• 7ft x 30ft dryer - 6ft x 16ft rotary • Hauck Ecostar 75 burner• Fuel and AC pumps• Control room• BHP585-9 portable baghouse• 5 (14x10) cold feed bins w/

vibrators• Virgin scale conveyor• (2) 100 ton silos w/ truck scale

• 200 tph drag slat• Transfer slat• Control house - ADP-100 controls• (2) 20k horizontal coiled AC tanks• 1.4 mbtu hot oil heater, burns

fuel oil• Recycle system - bin, conveyor,

screen• 18k gallon fuel oil tank

RAP-14016 RECONDITIONED GENTEC TURBO RAP GATOR

RAP-14377 PORTABLE ASTEC DOUBLE BARREL

• NEW inner and outer shell• Includes burner and blower

375 tphPortable lime silo nom. 500bbl(2) 25k gallon portable oil tanksSEB asphalt siloTruck scalePortable 5 bin cold feedPortable screen conveyorPortable scale conveyor with pug mill318 BH w/ impulse controls

RAP14242 – CMI Portable parallel flow drum plant

• (2) 200-ton, 300 tph drag

• Silos have safety gates

• Single strand chain drag

• Bin top transfer slat

RAP-14291 BITUMA SILO SYSTEM RAP-14256 ADM MILE MAKER-225 DUAL DRUM

• Bin with grizzly• Individual feeder

scalping screen• Incline transfer belt

conveyor

RAP-14289 PORTABLE ASTEC RAP SYSTEM

• 30,000 gallon AC tank• Twin axle• Model-HT30P

• Serial number 90180-1290

• Year 1990

RAP-14379 HEATEC PORTABLE AC TANK

RAP-14150 ASTEC SILO W/ WEIGH BATCHER

• 100 ton capacity• 14ft x 12ft2in x 56ft

overall long (legs are bolt on)

• Oil seal gates at bottom, knife seal

gates over batcher• Nominal 6 ton weigh

batcher, steel cone liners recently installed

asphalt pro - september 1409

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