april/may 2010

Bikes Overtake Transportation Bill

Know Your Lab Formulas

Make a Safe Edge

Asphalt Projects Shine

Grace Pacific Smoothes Missile Base

Back to Basics with HMA Plant Safety

ASPHALT PRO 3

DepartmentsLetter From the Editor5 Adopt a Safety Culture

Around the Globe6 Industry News and Happenings from Around the World

People You Should Know8 Spotlight on: NCAT Director Randy West

Letter to the Editor

10 The Future of America’s Roads: Purple Frog or Living Legacyfrom Dag Seagren

Safety Spotlight15 Take Electric Precautions when Pleasing the Neighborsby Sandy Lender

Mix It Up19 Make HMA Test Results Relate for QC/QAby Cindy Rutkoski

Equipment Gallery41 Light it Up

Here's How It Works44 Topcon's Millimeter GPS

Last Cut46 Rigs and Refinersby AsphaltPro Staff

Resource Directory45

8The use of tire rubber with asphalt binder garnered a “Best in Colorado” award at the 37th annual RMACES. See related article on page 35. Photo courtesy of CAPA.

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Articles22 Grace Pacific Smoothes out Military Air Baseby Sandy Lender

27 Safety Sitesby AsphaltPro Staff

28 Avoid Accidents, Injuries at the PlantBack to basics tips take the challenge out of battening down the HMA and quarry sites for safety directorsby Sandy Lender

32 Safe Edges Make Safer Travelby Sandy Lender

35 Colorado Sets Paving Standardby AsphaltPro Staff

38 Highway Extension Will Get Us Through the Yearby Jay Hansen

The shoulder wedge maker from TransTech Systems, Schenectady, N.Y., provides a method to set pavement edges at an angle at the paving or resurfacing stage. See related article on page 32. Photo courtesy of TransTech.

2732

Watch where you dig when putting in watering systems for sod and other landscaping features because electrical safety applies to more than fuse boxes at the HMA plant. See related article on page 15. Photo courtesy of Terex Roadbuilding, Oklahoma City.

This month's industry professional profile is on Randy West, whodemonstrates the results of jumping out of a plane here. Safety isparamount in all aspects of a paving professional's life. Related articleon page 8. Photo courtesy of Randy West.

On the cover: Duval Asphalt, Jacksonville, Fla., demonstrates goodneighbor relations with a well-landscaped site and an awesome outreachprogram. To get a site this populated with plantings, the crew had to usesafe practices concerning both underground and overhead wires. See relatedstory on page 15. Photo courtesy of Astec, Inc., Chattanooga.

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AsphaltPro Staff offer a list of helpful sites for directors and managersin charge of compiling the latest safety information for toolbox talks orsafety sheets. See page 27.

April / May 2010

ASPHALT PRO 5

While at the National Asphalt Pavement Association’s 55th annual meeting back in January, I sat at a table with a gentleman from the Midwest who is in charge of safety for his company. I didn’t ask him if I could use his name in the magazine, so I’ll paraphrase what we talked about. He stated during our conversation that safety in a company has to become the standard. Wellbeing has to become a part of the company’s culture. If you can establish a safety culture in your company and with your employees, you have a much better chance of keeping employees safe from harm. You have a much better chance of seeing them take better care of their health. You have a much better chance of keeping insurance costs manageable. It comes down to mindset and culture.

I’ve talked with dozens of safety directors, consultants and OEMs who agree with him. Safety has to be drilled into each employee. When I climbed up on a Cat paver at the Rocky Mountain Asphalt Conference and Exhibition Show in February, I heard Jeff Richmond’s voice in my head telling me, “Maintain three points of contact,” from a Roadtec training school I’d attended more than 10 years ago. Now, I wasn’t out on a paving job. Slipping from the back of the paver on a carpeted tradeshow floor wasn’t going to smash my skull against a milled, hard surface. But the safety lesson was in my brain and I heard it the way I’d learned it.

That’s the kind of safety you want “in” your employees. When a member of the ground crew is about to step out of the tool shed at the plant, something in his brain should say, “Am I wearing my PPE? Will the loader operator notice me?” No one should be smoking around equipment or chemi-cals. No one should let summer heat surprise them with sunstroke or other sickness. No one should step between a dump truck and the paver. These may seem like simple statements, but they’re part of a safety culture that your safety director can orchestrate. Once every employee’s safety mindset increases, accidents, injuries and insurance costs decrease.

Think about insurance for a moment. A construction company without insurance isn’t in business. If your employees are racking up accidents and injuries, your insurance company is going to get nervous. Your premium will rise, if the agency doesn’t cancel the policy outright.

I don’t want to be so callous as to suggest that financial risk is an owner’s big concern when it comes to safety, but it’s one concern you’ve got to consider. Yes, you want employees to return home to their families safe and sound at the end of each shift. You want them healthy and happy and eager to be part of your team. But you also want them working toward lower overhead costs. Insurance is a pretty big line item when it comes to overhead costs.

April 19 through 23 is National Work Zone Safety Awareness Week. Visit the Work Zone Safety Information Clearinghouse http://wzsafety.tamu.edu for more information and special events you can host to increase your workers’ safety awareness.

As you’ll see throughout the pages of this special safety issue of AsphaltPro, your magazine staff takes all angles of the concept seriously. From programs for the asphalt professional to simple devices contractors can use to keep workers and motorists safe, we’ve gathered information perti-nent to a sound safety mindset. Please review not just this issue, but every Safety Spotlight depart-ment in every issue of AsphaltPro for tips and advice from the industry professionals who deal with safety every day. Our hope is that accidents, injuries and fatalities can be prevented when we all adopt a safety culture.

Stay Safe,

Sandy Lender, Editor

2001 Corporate PlaceColumbia, MO 65202

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

publisherChris Harrison

associate publisherSally Shoemaker

sally@theasphaltpro.com(660) 248-2258

editor

Sandy Lendersandy@theasphaltpro.com

(239) 272-8613

operations/circulation manager

Cindy Sheridan

business managerRenea Sapp

graphic designAlisha Moreland

Sarah Handelman

creative servicesBetsy Bell

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

September, October, November and December by The Business Times Company, 2001 Corporate Place,

Columbia, MO 65202

Subscription Policy: Individual subscriptions are available without charge in the United Sates, Canada

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One year subscription to non-qualifying Individuals: United States $90, Canada and Mexico $125.00 and $175.00 all other countries (payable in U.S. funds,

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Adopt a Safety CultureApril/May 2010 • Vol. 3 No. 7

EDITOR’S NOTE

I heard Jeff Richmond’s voice in my head telling me,

“Maintain three points of contact,” from a Roadtec

training school I’d attended more than 10 years ago.

6 APRIL/MAY 2010

AROUND THE GLOBEIndustry News and Happenings from Around the WorldEurasiaAs part of an annual tour sponsored by the U.S. Department of Commerce, Eurasian highway industry and agency representa-tives from Armenia, Georgia, Moldova, Uzbekistan, Kyrgyzstan, the Ukraine, and Kazakhstan visited the United States in March. The group visited the National Asphalt Pavement Association (NAPA) offices March 16 to discuss topics including the use of porous pavement, warm mix asphalt, recycling and life cycle cost analysis. Source: NAPA

GermanyGet ready for the BAUMA Fair in Germany from April 19 through 25. Visit http://www.bauma.de/en.

IraqOfficials for BP, Britain, announced at the end of March that they have awarded contracts worth around $500 million to rehabilitate the Rumaila oil field in the south of Iraq, which currently produces around 1 million barrels of oil per day. They selected oilfield ser-vices provider Schlumberger, through a partnership with the Iraqi Drilling Co., Petrochina subsidiary Daqing Drilling, and U.S. drilling company Weatherford to provide work on rigs at Rumaila, plan-ning to drill at least 70 wells in 2010. BP management anticipates the move will increase its overall production from 2.5 million bpd to 10 million bpd by 2020. Source: UPI.com

Japan• While in Japan this summer, Secretary of Transportation Ray LaHood is expected to do more than visit Toyota’s operations. A variety of sources report he will also take a close look at Japan’s high-speed rail system.

• The 11th International Conference on Asphalt Pavements takes place in Nagoya, Aichi, Japan, this Aug. 1 through 6, 2010. It’s going to be an encounter in Nagoya! Visit www.isap-nagoya2010.jp for information.

QatarSeveral sources report that Petrofac PLC will take over the engineering, procurement, installation and commission of gas sweetening facilities for Qatar Petroleum’s Messaieed and Dukhan industrial districts. Dow Jones reported that this contract is worth more than $600 million and will include a sulphur recovery upgrade at NGL-3 in Messaieed and an acid gas recovery plant at Arab-D in Dukhan. Main Source: Dow Jones Newswires

TurkeyPlan ahead for Argus Europe/Africa Bitumen 2010: Uncovering Trends, Identifying Opportunities this June 9 through 10 in Istan-bul, Turkey. Visit www.argusasphalt.com for more information.

United StatesThe U.S. Senate passed H.R. 2847, the Hiring Incentives to Restore Employment (HIRE) Act, March 17, by a 68-29 vote. Among other employment-restoring actions, the bill extends existing highway

programs and the authorization of surface transportation programs under SAFETEA-LU through December 31, 2010. The bill also increases authorization levels and transfers $19.5 billion from the general fund to the Highway Trust Fund. Under the bill, $14.7 billion of the transfer would be dedicated to the Highway Account. Sources: AASHTO, ARTBA, NAPA.

AlabamaAlabama Asphalt Pavement Association Level II Asphalt Training will be held in Montgomery at ALDOT Materials & Tests Classroom April 20 through 22. The association’s 51st Annual Convention will be held in Biloxi, Miss., at Beau Rivage Resort and Casino May 13 through 16, 2010. Contact AAPA at (334) 834-5314 for informa-tion on or to register for either event.

Colorado• Sign on for the Webinar on Green Asphalt Wed., May 12, from 11:30 a.m. to 1:30 p.m. CT. The Colorado Asphalt Pavement Association and a variety of other entities host topics including recycled materials, porous asphalt pavements, LEED point and green architecture, warm mix asphalt, and using high percent-ages of recycled asphalt pavement.• If you would like to make comments on the proposed FAA P-403 Light Aircraft Spec in Colorado, which can be viewed at http://tinyurl.com/CAPAP403, contact CAPA’s Tom Peterson at tompeter-son@co-asphalt.com.• Construction Management students at Colorado State University are in need of employment and internships for the upcoming construction season. For more information or to get a Spring 2010 Graduate Resume CD, contact Khristy Preston at (970) 491-1060 or at kpreston@cahs.colostate.edu.

FloridaTo learn more about your industry’s inner workings, attend the Innovations in Pricing of Transportation Systems: Workshop and Conference May 13 through 14 at the Royal Plaza Hotel in the Walt Disney World Resort Lake Buena Vista, Fla. Find more information at http://conferences.dce.ufl.edu/pricing/ or call Cathy Gentilman at (352) 392-1701 x238.

IdahoEffective Jan. 1, 2010, the safety product manufacturer ECCO, Boise, Idaho, issued a price reduction on most of its LED products including the 3600, 3700, 3900, 7100, 7400, 7900 and 9000 Series.

Illinois• MSN reports the U.S. Department of Transportation has given a $1.2 million “On the Job Training/Supportive Services” grant to the Illinois Department of Transportation (IDOT). The stimulus money will fund apprenticeships and training centers for people in Illinois who are pursuing careers in the transportation, engineering and construction sectors, according to the report. The grant specifically promotes training opportunities for women and minorities who are underrepresented in highway construction,

masonry and carpentry. Source: MSN.com* The 62nd Annual Conference and Tank Truck Equipment Show will be held at the Chicago Marriott Magnificent Mile in Chicago May 10 through 12. Call (703) 838-1960 or contact nttc-staff@tanktruck.org for more information. Visit http://www.tanktruck.org/.

MarylandConsidering the ramifications of sleep apnea on public trans-portation, industry partners may be interested in a conference coming up this May 11 through 12 in Baltimore. The American Sleep Apnea Association, American Trucking Associations and Federal Motor Carrier Safety Administration will hold a conference regarding preventing sleep apnea in the trucking industry. Get more information at tinyurl.com/SATC2010agenda.

MassachusettsBrookfield Engineering, Middleboro, Mass., has put a hold on prices for the third consecutive year. Now that Congress has passed the HIRE act, small businesses can take advantage of the price freeze with tax breaks, too. For more information or to get a free 2010 Brookfield Catalog, visit www.brookfieldengineering.com or call (800) 628-8139 (USA and Canada) or (508) 946-6200.

MississippiStay up to date with and help influence transportation research issues at the AASHTO spring meeting in Natchez, Miss., May 19 through 23. The committee meetings and events will be held at the Natchez Convention Center. Visit http://gomdot.com/Divi-sions/AASHTO/home.aspx for registration information.

TexasThe next Paving Smarter With Asphalt conference will take place in Austin, Texas, May 4 through 5. Visit www.hotmix.org for details.

WashingtonDo you or your crews need some definition and understanding of the whole sustainability movement? Pavia Systems, Seattle, offers a free, online “Sustainability and Paving” course on its Web site. Visit www.paviasystems.com/sustainability.

Washington, D.C.• The Transportation Research Board, Washington, D.C., hosts a webinar to focus on test methods of using mineral filler to increase the strength of asphalt mixes this May 19 from 2 to 3:30 p.m. Advance registration is required. Visit www.trb.net• To participate in the 2010 TCC Legislative Fly-In Conference May 25 and 26 at the Hyatt Regency Washington on Capitol Hill, visit http://tinyurl.com/2010TCC and get all the information to “sign up.” You can help strengthen your industry when you take the time to speak your mind. For help with the asphalt message, contact NAPA’s Jay Hansen at jhansen@hotmix.org.• Save the date: The NAPA midyear meeting takes place in Wash-ington, D.C. this July 26 through 28.

Industry News and Happenings from Around the World

8 APRIL/MAY 2010

PEOPLE YOU SHOULD KNOW

Name: Randy West | Age: 44 Title and organization: Director, National Center for Asphalt TechnologyJob description: West keeps NCAT moving forward with its mission to help make industry roads safer, smoother, quieter, more sustain-able and longer-lasting. He doesn’t perform as much hands-on research and education as he would like—can count on the talented and dedicated staff at NCAT to handle that. Any given day for West involves reviewing reports, working through technical and work management issues with the staff, talking with potential clients about research and/or training needs, and working on long-term strategies for NCAT.

Years in the asphalt industry: 23

Education: Ph.D. at the University of Florida, bachelors and masters degrees from Auburn U.

Community involvement: “I serve on several committees at our church. The time demand at work has squeezed out most everything else.”

Professional background: “I started my career with Florida DOT as an engineer trainee then bituminous research engineer. I loved that job because I got to use some of the stuff I learned in college and worked with a great bunch of people who taught me that I really didn’t know squat. Then I went to work for APAC, Inc., in Atlanta where I got my best education. Loved that job too. I worked with smart and hard working people and gained a broader perspec-tive of the industry. It was an exciting time helping implement Superpave at the ground level. I came back to NCAT in late 2003 to work with one of my mentors, Ray Brown, who has made a huge impact on the paving industry through practical research and training. I’m still trying to fill his shoes as director of NCAT.”

A businessperson I admire: “Just one? This industry is full of awesome people who have not only built successful companies, but also made wonderful contributions to their communities and to the industry. The late Ronald Kenyon is a great example of that. I also admire Dr. Don Brock, founder and CEO of

Astec, Inc., who continues to inno-vate and bring technologies that help improve pavement construc-tion to the asphalt paving industry.”

If I weren’t doing this for a living, I would: “I don’t know. I never really thought about doing anything else. I love asphalt.”

Biggest career or personal obstacle I’ve overcome: “When I became the director two and half years ago, there were two big chal-lenges for NCAT. One was rebuilding the staff and the other was securing long-term funding. For the staff, we had a lot of holes to fill at all levels, so we hired some very smart and hard working engineers. Securing long-term funding, however, is still a challenge. We are in the same boat as highway agencies and the paving industry. Research money is largely dependent on state and federal transportation funding and we all know that agencies are struggling.”

A favorite recent project: “I am very excited about the current cycle of the NCAT test track. We have a great set of test sections sponsored by highway agencies and businesses that will really help advance technologies like high RAP mixes, warm mix asphalt, porous friction course mixes, high modulus asphalt, alterna-tive binders and mechanistic pavement design. The track is a complex project that requires a great team of sponsors, suppliers and NCAT staff. I can’t say enough about the fantastic job that everyone here does to get sections built right, test the materials, operate the trucks, gather field data and put it all together. Buzz Powell and Dave Timm do a marvelous job in coordinating this engineering masterpiece.”

What’s currently on my iPod: “I recently downloaded an old favorite, Jerry Clower’s Greatest Hits...Knock ’em out, John!”Favorite movie: Forrest Gump “We was always taking long walks, and we was always looking for a guy named Charlie.”

Most well-worn book in my library: “The NCAT textbook, of course.”

My pets: “10-year-old chocolate lab, Koko, and a cat, Slater”

What I do for fun: “Auburn football. Win or lose, it’s a great time tail-gating and cheering with family and friends.”

Family: “Married 24 years to Ronda. I’m very proud of our smart and beautiful daughters Anna (20) and Clara (17). Obviously, they take after their mom.”

Favorite place in my hometown: “Toomer’s Corner. It’s the intersection of downtown Auburn and the campus where we celebrate Auburn victories—and occasional losses by the Crimson Tide to other opponents.”

Accomplishment I’m most proud of: “Most accomplishments can’t be claimed as your own, they are usually the result of a lot of folks’ work. I am pleased at the progress being made on better utilization of RAP. Many agencies are now permitting higher limits and contrac-tors are improving the way they manage RAP. Milling and recycling is a win-win for the environment, economics and pavement performance when it is done right.”

Most people don’t know that I: “have never paid for a haircut. My mom cut my hair until I went to college. My girlfriend, who later became my wife, took over from there. The first time I ever sat in a barber chair was last fall in Taiwan. An old friend took me to his barber shop and picked up the tab so I could keep the streak going.”

Spotlight on: NCAT Director Randy West

10 APRIL/MAY 2010

LETTER TO THE EDITOR

The Future of America’s Roads: Purple Frog or Living Legacy

W hen we use words like preserve, protect or sustain, we inevi-tably think of something that is endangered. In business, those words can mean something entirely different. Generally

speaking, to preserve or sustain a certain level of sales or market share we find ourselves setting the bogey higher than the lowest level we are willing to accept so we can make sure we don’t fall below that projection. Another way of looking at this is that if you’re not busy growing, you’re probably busy dying.

As Congress takes up the debate of the next transportation legislation, I believe we need to look at America’s transportation future with these two perspectives in mind. Next, commit ourselves to learn and under-stand the words contained in the Oberstar Transportation Bill. Finally, line this up with some good American history so we can influence our representatives as they take up the debate.

While I read the transportation bill, I posted my thoughts in the margins of the large three-ring binder I store it in. I wrote things like, “Washington power grab, anti-road, anti-state, Livability? (get defini-tion), Comprehensive street design policy – what is this?, MPO—Metropolitan planning organization/supplants DOT? – What about DOT’s role?, Suburban – bad; Urban – good, Center for Disease Control?” And, finally, “U.S. Bicycle Route System.”

The 775 page, ~135,000 word transportation bill, like others we have seen “pass” in Congress, reads something like an allegory. The “road” as we know it plays the role of antagonist. The protagonist is big government and The Office of Livability.

But, it’s a transportation bill. Drafted by transportation folk, right? I don’t think so. One day, I thought I came across a cliff notes version of our latest transportation bill when I found a 100-page “Blueprint” for America. It was drafted by a group called Transportation For America.

Transportation For America’s co-chair is Geoff Anderson, who is President and CEO of Smart Growth America. From my understanding, Transportation For America is the main umbrella organization of the Sierra Club. While it’s hard to understand who controls what, you will be able to find out what these organizations stand for by spending a few minutes on their Web sites. After all, their language is the language of the transporta-tion bill.

A quick tour of their Web sites reveals the various elements of their policy. One element is Social Equity, which they define with images of abandoned urban sprawl, and which you’ll find on page 201, line 116 of the Oberstar transportation bill.

Just last week [March 23], Missouri’s leading Senator Kit Bond asked Transportation Secretary Ray LaHood for a definition of Livability. It’s a

word used 35 separate times in the transportation bill. LaHood offered the following definition: “Communities where people have access to many different forms of transportation and affordable housing and the ability to really have access to all of the things that are important to them, whether it’s a grocery store, drug store access.”

The Senator responded, “I’ve got a lot of constituents for whom livability means having a decent highway. They’ve got to drive between one town and another town.”

History offers the road to answers. The 1950s and the early 1960s provided great debate about America’s roads, on both sides of the aisle. Invariably, representatives all pointed to the benefits of America’s inter-state highway system. Surely if these guys were alive today, they wouldn’t be advocating a transportation bill full of federal bike trails.

On Feb. 28, 1961, President Kennedy, in a special message to Congress regarding the Federal Highway Program, said, “it is a key to the devel-opment of more modern and efficient industrial complexes—turning marginal land into attractive sites for commercial or industrial develop-

ment—and to lower motor transportation costs generally.”

A year later, Kennedy commented on the role of Federal Government and transportation. His emphasis on a balance of use of transportation modes didn’t call for Washington controlling every street and sidewalk in individual states. The authors of

the current transportation bill beg to differ.On the issue of financing, President Eisenhower was in favor of a gas

tax increase, but his Congress voted it down. Kennedy faced similar chal-lenges. But both couldn’t be more square on one thing: we should only pay for what we can afford to build.

Proposals run large today for a vast new multi-modal transportation network. Few, if any, contain details as to the funding of such. At least Kennedy and Eisenhower talked about the elephant in the room. But we’re locked and loaded to throw out a $1.75 trillion baby with the bathwater in exchange for a panacea in transportation. Sure, the advocates of this bill will say they are for roads. You’ll have to make them prove it.

Practically speaking, roads drive economics. Bikes don’t.This past weekend, I had lunch with a friend in the beer business. I

asked him how roads affect him. Surprisingly, he sprang to with a story.Federal law mandates that all beer be “dry docked” at a wholesaler’s

location prior to being distributed to the customer. Once the beer hits the dock, it’s the property of the wholesaler. One such wholesaler had cited a specific example of the high percentage of broken bottles (shrink)

That beer has been, is and will continue to be delivered to customers by truck. Not a

train. Not a bike.

Entech_418C.indd 1 4/13/10 10:09 AM

that they have to bear the cost of because a particular road outside their warehouse is in bad shape. They’re considering re-paving the road them-selves. That wholesaler is one of a dozen plus that helps to get product to some 16,000 customers throughout the state of Michigan by truck. That beer has been, is and will continue to be delivered to customers by truck.

Not a train. Not a bike.Yet a few days earlier, The

Secretary of Transportation gave a press conference at the National Bike Summit thanking its attendees for being such great advocates of livable communities. He later blogged, “Today, I want to announce a sea change. People across America who value bicycling

should have a voice when it comes to transportation planning. This is the end of favoring motorized transportation at the expense of non-motorized.”

Does the Secretary mean it? Don’t take my word for it. Oberstar’s bill, page 214, lines 1-6, states “The purpose of the U.S. bicycle route system program shall be to provide for the establishment and support of an interconnected, intercity network of bicycle facilities...to improve and enhance economic development.”

FHWA now becomes FHW&BRA (Federal Highway and Bike Route Administration). As an aside, they actually do deliver beer by bike in China.

The purple frog is an endangered species. I had no idea. I gather few people do.

Sadly, a similar percentage value our roads—until their usefulness is depleted. Nothing against the purple frog, but when the sun starts setting on America’s roads, we’ll feel the pain. Only those of us in the transportation industry know that then it will be too late. Today, we can do our part to keep our legacy busy growing and not dying.

Grab a copy of your transpor-tation bill. Read it. Highlight it. Ask questions.

Educate yourself. Talk to a supplier about it.Latch onto some of the many industry efforts to be part of this

process. Call your senators. It is ultimately they who will help shape the transportation bill. And yes, while we don’t have all the answers for the questions, neither did Eisenhower or Kennedy. For practical and robust legislation to prevail, you must get involved in a serious way. Otherwise, get ready to call in the sign company to the FHWA.

Dag SeagrenOn behalf of pothole.info

“This is the end of favoring motorized transportation at the expense of

non-motorized.”

“I’ve got a lot of constituents for whom livability means having a

decent highway.”

SAFETY SPOTLIGHT

Take Electric Precautions When Pleasing the Neighborsby Sandy Lender

Certain times of the year are more conducive to touching up the company image than others. With spring in the air, neighbors and nearby businesses

may prefer the scent of dogwood trees to the scent of hot mix asphalt (HMA) wafting by, and they won’t hesitate to tell you so. With the environmentally friendly products available from the Odor Solutions Group, Litchfield Park, Ariz., you can eliminate the “aroma” issue, but many producers look to a local greenhouse to take care of other sensory details.

How does the plant look to neighbors and other pass-ersby? In this economic climate, no one can afford to spend a fortune on landscape components and the hired help to install them. Are you letting your ground crew take care of pruning and planting? They’ve got more than creepy crawlies to watch out for when it comes to safety.

The Safe Electricity organization released information warning industry members that power lines above and below ground are storehouses of lethal energy. As part of the “Teach Learn Care” TLC campaign, safety professionals urge workers to evaluate activities and work practices and to share information with others. This is an activity that doesn’t

Safe Landscaping InfoThe Long Island Landscaping group offers landscape ideas, including how to avoid safety pitfalls such as snake and spider bites—and what to do if someone does get bit. Visit their blog at http://www.landscapingunlimited.com/blog/. Also visit their main Web site at http://www.landscapingunlimited.com.

The management at General Asphalt Co., Inc., Miami, has put effort into their White Rock Quarry location. This Terex® Magnum E300R counterflow drum mix plant features not only a pretty landscape that crews should maintain with electrical safety in mind, but also features a Terex warm mix asphalt system. Photo courtesy of Terex Roadbuilding, Oklahoma City, Okla.

ASPHALT PRO 15

take a lot of time but can save lives. By following a few safety rules, accidents can be prevented.

Start by making sure everyone knows to maintain a minimum 10-foot clearance from power lines. “The minimum 10-foot distance is a 360-degree rule—below, to the side and above lines,” said Jay Solomon, University of Illinois Extension Engineering Educator. “It can be difficult to estimate distance and sometimes a power line is closer than it looks. A spotter or someone with a broader view can help.”

The Safe Electricity researchers state that the most common source of electric shocks come from operating machinery such as large tractors with front loaders (to transport a tree), cranes, scissor lifts (to get painters into position) and any equipment with an antenna. Be aware of increased height when loading and transporting tractors on trailer beds. Many front end loaders, skid steers and other tractors are now equipped with radios and communications systems that have tall antennas extending from the cab that could make contact with power lines. Avoid raising the arms of planters, cultivators or truck beds near power lines and never attempt to raise or move a power line to clear a path, according to Safe Electricity information. Handling long items such as irrigation pipe, ladders and rods also poses the risk of contact with power lines.

Are you planning to install underground irrigation pipes to make watering your perfectly landscaped site an easier operation? The equipment you use to tunnel the lines and the pipes themselves presents a risk to your

Duval Asphalt, Jacksonville, Fla., put enormous energy into land-scaping the plant site. Trees and other plantings range far and wide on the property, which means personnel had to take precautions to make sure buried electrical lines and other utilities remained undisturbed when crews were dig-ging. Photos courtesy of Astec, Inc., Chattanooga.

SAFETY SPOTLIGHT

16 APRIL/MAY 2010

ASPHALT PRO 17

workers if power lines are in the area. Make sure your workers know where the power lines are. They need to know that merely coming too close to a power line while working is dangerous because electricity can arc to conducting material or objects.

Safe Electricity researchers remind workers that non-metallic materials such as lumber, tree limbs, tires, ropes and the straw that you distribute over new grass seed will conduct electricity depending on dampness, dust and dirt contamination. They suggest that you not try to clear storm-damage debris and limbs

near fallen lines. In such a case, it’s time to call the utility company and get help.

Overhead electric wires aren’t the only electrical contact that can result in a serious incident, according to Safe Electricity. Pole guy wires, used to stabilize utility poles, are grounded; however, when one of the guy wires is broken it can cause an electric current disruption. This makes a formerly neutral wire dangerous. If you hit a guy wire and break it, call the utility to fix it. Don’t do it yourself.

Even the best laid plans often go awry and Safe Electricity wants workers to be prepared if their equipment does come in contact with

power lines.“It’s almost always best to

stay in the cab and call for help,” Solomon said. “If the power line is energized and you step outside, your body becomes the path to the ground and electrocution is the result. Even if a line has landed on the ground, there is still poten-tial for the area to be energized. Warn others who may be nearby to stay away and wait until the electric utility arrives to make sure power to the line is cut off.”

Solomon provided solutions for leaving the cab if necessary, as in the case of electrical fire.

“In that scenario, the proper action is to jump—not step—with both feet hitting the ground at the same time,” Solomon said. “Do not allow any part of your body to touch the equipment and the ground at the same time. Hop to safety, keeping both feet together as you leave the area.”

Once you get away from the equipment, never attempt to get back on or even touch the equipment. Many electrocutions occur when operators try to return to the equipment before the power has been shut off.

Managers should make sure workers are educated on these precautions and danger areas need to be thoroughly identified and labeled. Call the local utility company to measure line height—no one should attempt this on their own without professional assis-tance. Designate preplanned routes that avoid hazard areas and educate other workers on their location. It just takes a little safe plan-ning to get an area ready for landscaping or painting or whatever spring maintenance practice you have in mind. Before you know it, you’ll have a fresh-looking site and a safe crew ready for summer production. Not to mention the happy neighbors.

The management at Brox Industries, Inc., Dracut, Mass., use trees and a pond to dress up a drainage area. Notice that the trees are located quite a distance from plant components. No power lines are immediately noticeable, but personnel placing landscaping pieces need to be made aware of what hazards are around them. Photo courtesy of Gencor Industries, Orlando, Fla.

The management at S.T. Wooten Corp., Ft. Myers, Fla., took great pride in the native tree plantings they installed at their facility, which was featured in the April/May 2009 issue of AsphaltPro. Here a haul truck delivers a load of trees while AsphaltPro Editor Sandy Lender is on the site to learn about Wooten’s en-vironmental and safety commitment. From underground irrigation to overhead powerlines, the Wooten crew used safety first when it came to putting the pieces together for a good-looking site. Photos courtesy of AsphaltPro staff.

ASPHALT PRO 19

MIx IT UPMake HMA Test Results Relate for QC/QAby Cindy Rutkoski

Members of the asphalt industry seek long lasting quality pavements. Getting accurate test results and

recognizing when test results don’t make sense are important steps toward achieving quality pavements. It is the quality control techni-cian’s responsibility to maintain control of the material and the level of quality. The QC/QA technician is integral to the process because it is up to the individual testers to make sure the material is sampled and split properly, to make sure the equipment is calibrated correctly, and to make sure tests are performed accurately and in a manner that is consistent and repeat-able to get error-free results.

There are some basic test result relation-ships we can be aware of that can help us easily identify HMA test results that might be erroneous, thus affecting the quality of the pavement mix. The Theoretical Maximum Specific Gravity (Rice) lab test results affect the roadway densities, which in turn affect the pavement quality. Compaction is monitored by density testing, so the Rice value used in the calculation must be accurate and repre-sentative of the mix being placed to accurately reflect the density of the pavement. Using a Rice value that’s too high or too low—not representative of the mix being compacted—can result in over- or under-compacting the pavement. Either will affect the pave-ment quality and shorten the pavement’s life.

When testing a pavement for density to the specified density of 94 percent, plus or minus 2 percent, we are really testing to determine air void content in the compacted pavement. A certain amount of air voids are necessary for a pavement to be durable. A durable pavement will contain 4 to 8 percent air voids. An under-compacted pavement with more than 8 percent air voids

will become susceptible to moisture damage and air damage.

Moisture damage will cause stripping and disintegration of the pavement, among other things. Air damage from oxidation will cause premature aging of the binder.

Generally, pave-ments will continue to compact another 1 to 2 percent under traffic. For this reason, it’s important that a pavement isn’t over-compacted to less than 4 percent air voids. A pavement with less than 2 percent air voids becomes susceptible to rutting, flushing, wash boarding and bleeding.

Using a Rice value that is too high (not accu-rate for the mix being placed) will calculate a density that is lower than the actual density of the roadway. Using a Rice value that is too low (not accurate for the mix being placed) will calculate a density that is higher than the actual density of the roadway.

A mix should be “aged” before running a maximum specific gravity (Rice) test. If not

aged, the resulting value will be erroneous and not representative of the mix at the time it’s placed. Density calcula-tions using the Rice value won’t reflect the true density of the pavement. Mix should be aged one to two hours at a temperature above 200 degrees F, per CP-51.

Rice values are affected by the asphalt

binder content of the mix. The trend with rising or lowering asphalt binder contents should be, as the asphalt binder content increases, the Rice value should decrease. As the asphalt content decreases, the Rice value should increase. If you don’t see this trend, it

should raise a red flag that either the asphalt binder content or the Rice value may be erro-neous and you need to determine the cause.

Accurate asphalt binder content determina-tions are also important for constructing a quality durable pavement. Normally, mixes with low

asphalt contents will be higher in voids. Mixes with high asphalt contents will be lower in air voids.

Low asphalt binder contents can cause a pavement to be susceptible to dryness or raveling and impermeability is decreased. Compaction of the mix may become difficult, fatigue cracking can occur and oxidation may be accelerated due to thin film coating.

High asphalt binder contents can cause a pavement to become unstable resulting in rutting, wash boarding or bleeding.

As previously stated, a certain percent of air voids is necessary for durability and long life in an asphalt pavement. The other element involved in testing asphalt mixes is grada-tion. Due to the varying textures and shapes of aggregates used, there isn’t a so-called trend. But it’s fairly consistent to expect low air voids in a mix with a high percentage of fine material and high air voids in a coarse mix. The percentage of air voids can often be increased or decreased by adjusting the fines.

The durability of an asphalt pavement is not only dependent on a good mix design, but also on how the mix is placed. Make sure quality control is matched with good paving and quality assurance practices.

Cindy Rutkoski is an instructor at the Rocky Mountain Asphalt Education Center, Centennial, Colo. For more information, contact her at (303) 741-6148, x153 or cindyrutkoski@co-asphalt.com. Visit www.co-asphalt.com.

A change in Rice value may indicate a change in the bulk

specific gravity of the aggregate.

If you don’t coat your aggregate well,

you risk moisture susceptibility.

Use caution when lowering AC content

or running a dryer mix.

20 APRIL/MAY 2010

MIx IT UP

22 APRIL/MAY 2010

T he runway had its own deadline. The joints had their own density spec. The older plant had its own tonnage

limitations. The stringline setup had its own no-crossing zone.

It might sound as if the crew from Grace Pacific Corp., Kapolei, Hawaii, couldn’t catch a break on their rehabilitation of the Pacific Missile Range Facility (PMRF), Barking Sands, in Kauai, Hawaii. As Manager Mike Lingaton pointed out, every job has its challenges. But every job has its highlights, too.

For the PMRF project, crews were required to sawcut and cold mill the existing runway, taxiways and aprons to a 4-inch (100-mm) depth; repave with 4 inches of hot mix asphalt (HMA); and restripe the airfield, including runway threshold markings. Lingaton admitted the P401 mix posed some difficulty initially, but teamwork and attention to the details paid off for the crews overall.

“Working with a different mix was a chal-lenge,” Lingaton said. “We used a typical FAA mix. They specked out a 76-22 asphalt binder,

and we typically use a 64-16. It was a little stiffer, but it worked out fine. It took a little time to get the mix design right, but once we had it, we worked it just fine.”

Grace Pacific crews weren’t alone on this project, and the opportunity to work with other entities turned out to be a highlight for Lingaton. The prime on the project was Bulltrack-Watts, a joint venture company out of Marysville, Calif.

“We partnered with Bulltrack-Watts and we worked really well with them. Working with the Navy, the project went really smoothly.”

One of the challenges Lingaton spoke of was milling, repaving and striping the runway under a three-month deadline. “The time crunch was the runway,” Lingaton said. “We needed to finish the runway work for special operations the Navy had scheduled.”

For an asphalt operation like Grace Pacific, a three-month window should be no sweat. Paving Consultant John Ball, Manchester, N.H., participated in the work. They set up a detailed paving zone with Topcon sonic milling and

A 24-ton capacity Kenworth haul truck delivers material to the Shuttle Buggy. Drivers hauled about 1,300 tons of mix per day in four trucks from the batch plant on site. All photos courtesy of Paving Consultant John Ball, Top Quality Paving, Manchester, N.H.

The FAA spec allowed 3 to 5% air voids on the 76-22 binder mix.

by Sandy Lender

paving control, with Ball’s assistance. With three Topcon sensors attached to a Roadtec milling machine, the operator was able to receive precise measurements as he cut along each 12-foot, 6-inch pass. The sensors fed informa-tion to let the operator adjust for exact depths.

When it was time to map out the paving zone, Ball made sure the crew used dual stringlines to get a straight and even 12-foot, 6-inch paving lane for each paving pass. Once the dual stringline was in place, haul trucks couldn’t position themselves in front of the paver to deliver mix. But that was solved easily by offsetting an SB2500D material transfer vehicle.

The Astec Six-Pack portable batch plant produced about 1,300 tons per day, according to Lingaton, which he said was not as high as they wanted. “It was kind of a limiting factor. We had no silo.”

As Ball pointed out, having the older plant on site also meant they had no long-range trucking issues. The 24-ton capacity Kenworth haul trucks loaded on site and brought the mix over to the paving train in short order. The Roadtec Shuttle Buggy transferred the material to a hopper insert, which had a capacity of 18

While working on the Pacific Missile Range Facility Barking Sands, the paver operator adjusted the flow gates, the feeders, feed sensors and augers on the paver so the head of material was even all the way across and the augers were turning 100 percent of the time.

To get a consistent head of material, Paving Consultant John Ball, Manchester, N.H., teaches that the speed of the conveyors must match the speed of the paver. He also recommends that you keep the augers hot and continuously moving. In this picture, you can tell that the augers are hot and turning properly because there’s no sign of residue on the plates. It’s a good sign when the auger plates are shiny and clean with no residual pickup to cause segregation later.

Another tip: You can get good control of your head of material when the auger height is adjusted to 2 inches (50 mm) above the thickness of the mat you’re going to lay.

Notice the shiny and clean appearance of the auger plates in this photo. This ensures no residual pickup off the plates to cause segregation later.

Control the Head of Material

Pins for the stringline are placed every 25 feet. Crews use a ¼-inch thick nylon string for its durability and ability to stay tight. In the photo above, you can see the roller in the background has just finished one temperature zone and is ready to start the next one behind the paver. The operator is about 100 feet behind the paver with the water truck beside him. This is the second lift of the first pass.

Using three Topcon sonic sensors on each side of the machine, crews mill to grade and double-check their progress with a straightedge, as Ball has taught them to do.

Grace Pacific Manager Mike Lingaton explained that milling out 4 inches of existing pavement meant hitting base material on some of the aprons. Paving Consultant John Ball said all milling and paving passes were 12 feet and 6 inches wide.

ASPHALT PRO 23

24 APRIL/MAY 2010

tons. From there, the paver operator matched the speed of his conveyors with his paving speed to keep a consistent head of material for a smooth, even mat across the 12-foot, 6-inch paving width. The team had to come back and cut the pavement edges to make their longitu-dinal joints, according to FAA specs, but had no trouble getting the specified density. They set an extra roller on the joints especially for the job of joint compaction.

Overall, the project required all the team members working in harmony to get the parts and pieces to come together just right. Ball spoke proudly of the Grace Pacific crew’s willingness to take time with the details, using their measuring wheels, placing a straightedge on the pavement to check for slope, setting the sonic sensors and controls before milling or taking off from a transverse edge so every pass was picture-perfect. It’s that kind of teamwork that takes the challenge out of an airport—or air base—project and builds in the highlights that management remembers.

The crew ran double stringlines for straight passes, which meant no haul trucks could get in front of the paver. Instead, they offset a Roadtec SB2500D to accept material and transfer it to the paver’s hopper.

Crews milled 4 inches deep and paved back 4 inches on the runway, taxiways and aprons.

The hopper insert holds about 18 tons of mix and four rollers hit the mat behind the paver. At the end of the runway crews see the gorgeous Pacific Ocean.

A crew member places a straightedge on the transverse joint before rolling it out. Quality control is all about checking and double-checking all aspects of the job. On an airport job, Ball recommends using the straightedge to check both transverse and longitudinal joints for smoothness.

Dual grade sensors on the paver allow the crew to put in the correct depth, grade and slope.

Back to basics tips take the challenge out of battening down the HMA and quarry sites for safety directors

by Sandy Lender

As dusk drapes a heavy fog over the landscape, and stockpiles take on the form of hills and mountains, savvy plant personnel snap on additional lighting for personal protection. An object that looks like a skid steer loader burdened with material for the current mix slips

into shadow at a certain time of day and becomes a trick of the eye.Did the ground man hear that right? Is the loader coming up behind him? Or is the night

air playing tricks with the echo off the new RAP bins? Can the loader operator see him?Such worrisome situations don’t happen only as daylight is waning. When the sun is angled

just right and summer temperatures are high, a man stops to mop his brow and a haul truck driver unfamiliar with your quarry site layout turns a corner too quickly. The worker standing in the yard with his hard hat in hand is in a danger zone. The sun blinds the driver. The worker jumps. Is he fast enough? Does the driver ever see him?

The chances for accident or injury abound at an asphalt plant or quarry site. Human beings with human failings work around large, heavy, moving equipment with large, heavy, moving parts. Accidents can happen on regular days when everything seems to be working smoothly.

Luckily, company officials hire safety directors to put health and welfare first and foremost in employees’ minds. Associations, departments of transportation and other groups research best practices and put together manuals, seminars, workshops and safety sheets to help train employees for clean and healthy work environments. The manufacturers of the equipment that asphalt professionals work around have tips and advice to help workers stay safe.

It’s that sense of caring for each other that George Moody, safety manager for Astec, Inc., Chat-tanooga, shared in his points for readers. One of the methods he promotes for keeping workers safe is keeping them in touch with each other. “Look out for others,” he provided. “Always use machine guards when you are working on or repairing equipment. If you need to step away from the machine, lock it out and tag it out.”

In Moody’s information, he suggested that it’s all right to let a supervisor know if a co-worker routinely does something unsafe. This falls under looking out for your colleagues. “If you see co-workers doing something unsafe, let them know. If they continue to work unsafely, talk to your supervisor. They are putting themselves, and others, in jeopardy.”

A good safety program will include a chain of command or hierarchy for protecting workers, and a way to reward those who have the good sense to speak up when dangerous practices are afoot. Owners aren’t promoting “backstabbing” or “tattling” in such a program; instead, they are promoting a safety culture where workers watch out for and respect each other. If a colleague doesn’t respect himself or a fellow co-worker enough to stop dangerous behavior, he will have to follow the direction of a superior.

This comes down to understanding and following the rules of a safety program. As Moody pointed out, “Understand the safety policies for your workplace. When it comes to workplace equipment, be sure you know how to properly operate it. Read your manual and understand the

Avoid Accidents, Injuries at the Plant

Safety Tips

“Don’t dress the same color as the plant.”

Top 10 Plant

1. Know what to do in an emergency. Make sure

employees know exit routes and a predetermined assembly area in the event of an emergency evacuation.

2. Follow established rules, procedures and safety signs. If necessary, enforce rules through progressive discipline.

3. Wear the appropriate PPE that is required for the job/task.

4. Handle hazardous material according to instructions. Read the label and MSDS for the substance you are working with. Know the hazards, PPE, safe handling procedures and emergency procedures in case of a spill.

5. Operate equipment correctly. You should only use equipment for which you have been trained and authorized use.

6. Avoid taking safety risks. It is never acceptable for employees to take shortcuts, ignore near misses or engage in horseplay.

7. Remove, repair or report safety hazards right away.

8. Report accidents promptly. Make sure you know what steps to take to report accidents.

9. Contribute to a safe work zone. Individual work areas should be kept neat and clean, and everyone should help keep common areas free from clutter and other housekeeping hazards that could result in an accident or injury.

10. Take training seriously. Safety training will be an important and ongoing process.

Source: Astec Industries, Chattanooga

28 APrIl/mAy 2010

Avoid Accidents, Injuries

machine’s capabilities and its hazards; follow preventive maintenance guidelines. Remember, shortcuts aren’t worth the risk.”

Dennis Hunt of Gencor Industries, Orlando, Fla., reiterated Moody’s feelings. “Think,” Hunt said. “Stop and think before you do anything at the plant. Especially when there is break down. Don’t rush to fix the plant and put yourself or others at risk. You can never explain away an accident, injury or fatality by saying ‘I cut corners to get the plant running.’”

A good place to start with hot mix asphalt (HMA) plant safety is to know where your

For Web sites that offer safety information, manuals, decals, worksheets, Spanish-language translations of safety guides, etc., check out the tear-out sheet your AsphaltPro staff prepared for you on page 27.

Whether the driver is watering down the yard, bringing in aggregate, delivering liquid asphalt cement or getting a load of mix for the paving site, he or she needs signage and direction. Photo courtesy of Asphalt Drum Mixers, Huntertown, Ind.

The driver needs to be aware of your company’s policy concerning subcontractors at your site. Does he know not to get out of the cab unless he’s in a specified area? Does he know where to go to get his ticket for his load? Communication is vital to keep errant drivers from running into other equipment, from running over personnel, or from bringing themselves to harm. Photo courtesy of Maxam Equipment, Kansas City, Mo.

ASPHAlT PrO 29

employees are. Jeff Meeker of Meeker Equipment, Lansdale, Pa., suggested owners have a sign-in/sign-out sheet that shows plant operators and managers who is on the site and when. If someone hasn’t been seen or heard from in a while, it’s a good idea to contact him or her by radio to make sure all is well.

Thus having a good communication system is integral to safety. And as Meeker pointed out, good communication systems contribute to a safe atmosphere at all times.

“Carry handheld radios or install hands-free intercoms in multiple locations on the plant,” Meeker said. “Radios allow for good communication between operators and ground personnel. Intercoms allow operators to communicate with other plant personnel in a hands-free mode when trouble-shooting.”

Not all personnel are going to enter the quarry or plant with a walkie talkie in hand. Once a newcomer comes to the site, he or she needs to know where to go. Owners need another form of communication for them. Meeker reminded owners to post clear signage around the grounds for truck drivers and other visitors.

“Let drivers know where to place orders, where to get loaded, and the truck pattern for leaving and entering the site,” Meeker said.

Something that will go a long way toward communicating with personnel—both newcomers and regular employees—is sound. Meeker recommends owners use a plant start-up siren and/or start-up lights to signal the commencement of production. This is a sure sign that movement will begin, fires will start burning, the drum will start turning, etc.

“Start up sirens allow plant personnel, truck drivers, and others around the plant to know that the plant is about to start,” Meeker said. “This gives them time to move away to a safe place prior to the plant starting.”

When it comes to safety around the plant site, Gencor’s Hunt suggested starting with the senses. Rely upon your senses to stay in tune with what’s going on around you.

“Look around you before you do anything at an asphalt plant,” Hunt said. “Look where you are walking, standing or climbing. Be aware of your surroundings. There is constant motion of machinery and equipment at a plant site. Watch out for trucks and loaders; they generally have the right of way.”

Moody added to this with action. Report any hazards that you notice when you’re looking around, whether you think it’s your responsibility or not. It might sound cliché, but safety really is everyone’s responsibility.

“Think you can’t do anything about that dim fluorescent light or that loose railing? Think again,” Moody provided. “By immediately reporting safety hazards, you may save someone…from unin-tentional injury. If you notice a potential hazard, talk to your supervisor or building maintenance personnel right away.”

The next sense Hunt turned to is sound, telling workers to listen for sounds that aren’t normal or usual for the plant. If something sounds out of place or out of alignment, it probably is, and could pose a threat to someone’s well-being.

Finally, think about the sense of touch. Do you want to come in contact with a burner that’s heating asphalt to 300 degrees F? No way.

“Don’t ever touch moving plant parts,” Hunt warned. “Don’t touch lines, pipes or valves. Assume that everything at an asphalt plant is hot.”

With most surfaces at the plant storing heat, sources advise personnel wear the appropriate clothing for the job—long sleeves, thick gloves, safety glasses, etc. Something every source agreed upon was the use of personal protective equipment (PPE). Original equipment manufac-turers (OEMs) also want to see plant personnel wearing safety vests, hard hats and the gear typi-cally reserved for the paving crew in the work zone out on the highway.

“Wear safety glasses, hard hats, steel tip shoes, gloves, and bright yellow safety vests,” Meeker said. “There are many things going on at an HMA plant. Trucks are getting loaded. Liquid asphalt and fuel are being off-loaded into tanks. Loaders are filling bins. Aggregates are being delivered

to stockpiles. With plant personnel on the plant and around the plant, highly visible clothing and protective covering allows plant personnel to be seen by many.”

Gencor’s Hunt took clothing a step further. “Long sleeve shirts are a must at an asphalt plant,” he said. But he also warned: “Don’t dress the same color as the plant.”

While safety programs should be in place to prevent haul truck drivers and skid steer loader operators from fighting sun blindness, worker fatigue or dusky shadows, the fact of the matter is gray clothing will blend into a gray plant. Light-colored clothing will blend into a light-colored plant. Be aware of your surround-ings and try to stand out, both with your PPE and your uniform.

No matter how careful workers are at a facility, accidents and injuries do happen. When the unthinkable occurs, a well-practiced emer-gency plan can keep a situation from going from bad to worse.

Meeker suggested that owners institute a clearly defined emergency plan. Make sure personnel know the phone numbers for police, ambulance, hospital, etc. Moody recom-mended owners add evacuation routes and an assembly area to that plan. You want to meet in an agreed-upon area where all personnel can be counted, and accounted for, if a serious accident takes place.

If an accident happens, workers need to know what to do and need to be so comfort-able with the plan that they stay level-headed throughout the emergency. With a good safety program and adherence to safety guidelines, the number of accidents at the asphalt plant will hopefully remain low. The goal is to have everyone go home safe and sound at the end of every shift.

For more information from the OEMs who contributed to this article, visit Astec Industries at www.astecinc.com, Gencor Industries at www.gencor.com, and Meeker Equipment at www.meekerequipment.com.

This gentleman wears a safety vest, reflective hard hat and the new Goblin® peripheral vision system to enhance his safety on the job site. Photo courtesy of Neuwaukum Industries Inc., Enumclaw, Wash.

Meeker recommends owners use a plant start-up siren and/or start-up lights

to signal the commencement of

production.

30 APrIl/mAy 2010

ASK ABOUT NEW LOWER

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32 APrIl/mAy 2010

Safe Edges make

When motorists drive off the edge of a road, their natural instinct is to quickly

turn the steering wheel of their vehicle to get back up on the road. Roads that have steep, vertical pave-ment edges pose a danger in this situation because they cause drivers to “overcorrect” when driving back up onto the road. Statistics show that 53 percent of fatal crashes could be blamed on roadway departures. In a U.S. Department of Transportation brochure named “The Safety Edge,” researchers state that pavement edges affect crash severity.

“When a tire drops off a paved surface, sometimes just inches from the travel lane, a driver can have diffi-culty re-entering the roadway if the pavement design is nearly vertical—especially if the height difference is significantly more than 2 inches (50 mm). When a driver drifts off

the pavement and tries to steer back on, the nearly vertical edge can create a ‘tire scrubbing’ condition that may result in over-steering. If drivers over-steer to return to the paved surface

without reducing speed, they are likely to lose control of the vehicle. The vehicle may veer into the adjacent lane, where it may collide with, or sideswipe oncoming cars; overturn; or run off the opposite side of the roadway and crash.”

The danger was clear.By building a pavement with a

sloped edge, a contractor provides a safer driving environment. If an agency hasn’t already specified such an edge, a savvy contractor can suggest it. And any project that requires—or amends the spec to include—a sloped or angled pave-ment edge can be achieved with a simple piece of equipment added to the paver’s screed.

After five years of struggle, the Federal Highway Administration (FHWA) turned to TransTech Systems, Schenectady, N.Y., for help with a sloped-shoulder making device.

This illustration shows how the shoulder wedge maker distributes mate-rial from the augers at an angle to create a sloped pavement edge.

This real-life image shows the shoulder wedge maker in action. The device allows the paving crew to

create a sloped edge, rather than a steep, vertical edge.

Safer Travel by Sandy Lender

lEFT: The TransTech shoulder wedge maker includes a compound angle that gets increasingly more flat as it angles from front to back.

rIGHT: Here a worker installs the shoulder wedge maker on the screed.

TransTech already had the notched wedge joint maker successfully solving joint density prob-lems around the country, so their engineers took up the task.

According to TransTech’s president David Apkarian they created, in about six months, the shoulder wedge maker. Its purpose: to save motorists’ lives. It’s a safety device that any contractor can affix to a paver’s screed to create a sloped pavement edge to an unpaved shoulder along roadways instead of leaving the steep dropoffs that were resulting in crashes.

Researchers state that adopting a standard spec for all resurfacing projects, of which there are a significant number these days, to require a 30 to 35 degree angle will promote “pavement edge safety.”

The way to get the 30 to 35 degree angle is to place TransTech’s shoulder wedge maker on the paver’s screed prior to the resurfacing operation. “The placement of the asphalt wedge during resurfacing operations mitigates the risk posed by edge drop-offs as soon as the paving machine lays down the asphalt mat,” according to the U.S. DOT brochure. This gives the highway agency time to restore the shoulder as well.

“The asphalt wedge provides a safer roadway edge, and a stronger interface between the pavement and the graded mate-rial. The additional cost of the asphalt wedge is

minimal when included as part of the resur-facing projects. Benefits include the avoided economic and social impacts of fatalities, injuries and property damage,” reported DOT researchers.

Ron Berube of TransTech Systems explained that the 30 to 35-degree angle is achieved by placing the mat with the 30-degree shoulder wedge maker in place on the screed. Once compaction is achieved, the angle of the sloped edge is closer to 33 degrees or so.

U.S. DOT reported in its Innovator news-letter, Issue 15, that the shoulder wedge maker is already reducing the negatives. “We believe the safety edge is a focused solution that will reduce fatalities on rural two-lane roads where run-off-the-road crashes are most prevalent,” said Chris Wagner, pavement and materials engineer at the FHWA Resource Center. “The safety edge also shows great promise in increasing the durability of the outside pave-ment edge, thereby increasing the service life of the pavement.”

Wagner also told Innovator that the safety edge is in use with about 15 state DOTs including Alabama, California, Georgia, Indiana, Iowa, Missouri, New York, Texas and Utah.

For more information about the shoulder wedge maker, contact TransTech at (800) 724-6303 or visit www.transtechsys.com.

ASPHAlT PrO 35

by AsphaltPro Staff

lafarge West used a terminal blend tire rubber asphalt for the Colorado Springs Circle Drive project. Photo courtesy of CAPA.

Colorado SetsPaving Standard

As usual, the Rocky Mountain Asphalt Conference and Equipment Show (RMACES), proved to be a highlight

of the off-season for paving industry profes-sionals. The 37th annual event Feb. 24 through 26, 2010, held at the Holiday Inn DIA in Denver, Colo., drew the most industrious of the asphalt paving community—those ready and willing to learn about nighttime paving basics, recy-cled asphalt pavement research updates and opportunities, lab quality control measures, safety changes, subgrade engineering, asphalt binder developments, and more.

On the tradeshow floor, attendees saw the latest in equipment technology changes. Groups split off to watch pavement main-tenance demonstrations and tour a nearby plant. Whatever was needed to fill in one’s asphalt education, the Colorado Asphalt Pave-ment Association (CAPA) had it on tap.

One of the moving events of the RMACES each year is the awards ceremony held during a stately evening dinner. This year, CAPA leadership proudly handed out awards recognizing the hard work put in by a variety of its members during the 16th annual “Best in Colorado” Asphalt Pavement Awards Dinner & Program on the evening of Feb. 24. The judges in this year’s competition were Denis Donnelly of CAPA, Jim Noll of Kumar and Associates, Donna Harmalink of FHWA, Rick Richter of the City of Fort Collins, Jim Fife of Koechlein Consulting Engineers, Todd Gonser of CDOT Region 4, Devin Ray of CDOT Region 3, and Program Assistant Cindy Rutkoski of CAPA/RMAEC. The projects and companies AsphaltPro is pleased to publicize here have done their part to advance the asphalt indus-try’s good name and to show the motoring public what a great product we have. Congrat-ulations to these winners.

Colorado’s first American Recovery and Reinvestment Act-funded project received an award this year. The award is for the “Best in Colorado” in the Urban Highway Resur-facing Award Category and in recognition for improvements made in 2009 on State Hwy.

36 APrIl/mAy 2010

88—also Belleview Ave.—from Federal Ave. to Santa Fe. The winner is Aggregate Industries, WCR, Golden, Colo., and the Colorado Depart-ment of Transportation (CDOT) Region 6. When the project started, Governor Ritter and other transportation leaders came out for the groundbreaking.

This stretch of Belleview is a busy roadway with heavy truck traffic due to the Home Depot and Lowes stores located along it. Thanks to asphalt and a nighttime paving schedule, there was minimal disruption to the public. The project was paved in echelon with two pavers in three nights to minimize the number of joints and the inconvenience to the public. Approximately 2,800 tons of mix was placed using 20 percent RAP. The awards team noted excellent longitudinal joints and very high quality nighttime paving.

Receiving the award on behalf of Aggre-gate Industries, WCR, was Tim Hartmann, project superintendent; Kurt Todeshi, project estimator; and Jerry Meier, general superin-tendent. CDOT Region 6 was represented by Project Engineer Alan Wagoneur.

Lafarge West, Inc., Westminster, and the E-470 Public Highway Authority won the “Best in Colorado” Urban Highway New or Recon-struction Award Category in recognition of quality achievement in roadway improvements made on E-470 from Jamaica Street to Toll Plaza A. The project was a complete recon-struction of the first section of E-470, which was built more than 20 years ago in 1989.

The work consisted of 12-inch full depth milling, 12-inch cement-treated subgrade

stabilization, and 11 ¾ inches of full depth HMA placement. The project received 20,000 cubic yards of fill, 11,000 tons of base and 9,500 tons of temporary pavement. The crews completed it ahead of schedule and included stone matrix asphalt on the top mat. 94,100 total tons of asphalt mix was placed on the job. Lower lifts used 25 percent RAP.

CAPA coordinated a constructability review meeting with paving contractors prior to the final design of the E-470 project. Contractor comments were incorporated into the project and as a result traffic was detoured during construction to allow wider widths of work areas, safer work zones and greater produc-tion. The Authority required there to be no traffic delays during construction with work being done during off-peak hours. To meet the aggressive schedule, milling and paving operations were done simultaneously; crews used up to four millers and three pavers at once. Multiple phasing was done to maintain haul roads and ramps during five-day cure time of cement-treated subgrade, including some 24-hour weekend work. The E-470 project received a near-perfect rating by the award judges.

Receiving the award on behalf of Lafarge West was Ted Miller, project manager; Bill Waldschmidt, grading superintendent; Tom Lysko, grading foreman; Tom MacHale, paving superintendent; and Joe Florez, paving foreman. E-470 Public Highway Authority was represented by Matt Alexander, director of engineering & maintenance; Jim Brady,

TOP: After the trade show, one satisfied customer went home with a Cat paver. Photo courtesy of AsphaltPro staff.mIDDlE: After his seminar on Best Practices in Night Paving, John Ball (at right) meets with an attendee to discuss a specific point one-on-one. Photo courtesy of AsphaltPro staff. BOTTOm: During the show, attendees could go out for the Aurora Street Demo for Maintenance and Preservation. This demonstration showcased a pothole patcher, Street Print/Dura Therm, wide crack repair, trench repair, striping, asphalt profiling, a rubber tire paver and sweeping. Photo courtesy of EZ Street, Miami, Fla.

lafarge West took the prize for Urban Highway, New or reconstruction with this section of E-470. Phillip Johnston, the loader operator from Elam Construction on this project, testified at the Colorado State Capital in 2009 for road funding and stood behind Governor ritter on march 16, 2009, at the signing of the SB 108 FASTEr legislation. Photo courtesy of CAPA.

rocky mountain materials and Asphalt took care of the south entrance to the U.S. Air Force Academy. Photo courtesy of CAPA.

ASPHAlT PrO 37

maintenance engineer; and Jerry Bradt, construction inspector.

As was pointed out in the March issue of AsphaltPro, airport paving projects are no walk in the park. Brannon Sand and Gravel Co., Denver, and the Arapahoe County Public Airport Authority made one work. They received the “Best in Colorado” in the Airport Improvement Category in recognition for pavement improvements on Centennial Airport Taxiway C.

Following a 2-inch milling operation, Brannan crews placed more than 8,700 tons of HMA on Taxiway C at Centennial airport. This project, completed in 45 days, took two phases of cooperative effort between Brannan and the Arapahoe County Public Airport Authority. This phasing schedule allowed the contractor to make longer passes, which aided in production and helped crews meet the demanding eleva-tion specs. The airport authority and Brannan crews worked through the polymer asphalt shortage issue of 2008 and the subsequent changes to the project phasing.

Receiving the award on behalf of Brannan Sand and Gravel was Kevin Flowers, project manager, and Mike Ansley, project supervisor. Mike Fronapfel received the award on behalf of Centennial Airport and Kurt Reno for project engineer CH2MHill.

Ten more awards from the 45 nominated are as follows.

2009 Best in Colorado Commercial Pave-ment went to the “Ultimate Electronics Parking Lot.” The winning contractor is Aggregate

Industries, WCR. The owner/agency is F.S. Construction Group.

2009 Best in Colorado City Street Resur-facing went to the “City of Longmont Overlay and Rehabilitation Project.” The winning contractor is Premier Paving, Inc. The owner/agency is the City of Longmont.

2009 Best in Colorado Project Delivery went to the “US Air Force Academy, South Entrace—I-25 to Pine Drive.” The winning contractor is Rocky Mountain Materials and Asphalt. The owner/agency is the U.S. Air Force Academy, 10th Contracting Squadron.

2009 Best in Colorado Rural Highway Resurfacing went to the “SH62, Dallas Divide to Ridgway Project.” The contractor is APC Southern. The owner/agency is Colorado DOT, Region 5.

2009 Best in Colorado Preventive Maintenance—Overlay went to the “SH160, in Cortez.” The contractor is Four Corners Materials of Durango. The owner/agency is Colorado DOT, Region 5.

2009 Best in Colorado Special Use Pavement went to the “Bull Reservoir Outlet & Liner.” The contractor is Premier Paving, Inc. The owner/agency is the City of Northglenn.

2009 Best in Colorado Preventive Maintenance—Surface Treatment went to the “McLain Flats Road.” The contractor is United Companies. The owner/agency is Pitkin County.

2009 Best in Colorado Rural Highway, New or Reconstruction went to the “Roan Creek Road, North of DeBeque from Mesa County Line.” The contractor is Lafarge West, Inc. The owner/agency is Garfield County.

2009 Best in Colorado Smoothest Pavement, New or Reconstruction went to the “US34, Trail Ridge Road, from Grand Lake Park to the Colorado River Trailhead.” The contractor is Coulson Excavating Co., Inc. The owner/agency is FHWA, Central Federal Lands Highway Division.

2009 Best in Colorado City Street, New or Reconstruction went to the “Park Meadows Drive Reconstruction.” The contractor is Aggregate Industries, WRC. The owner/agency is the City of Lone Tree.

2009 Best in Colorado Environmental Sustainability Commendation went to the “Town of Buena Vista—East Main Street Improvements.” The contractor is ACA Products, Inc. The owner/agency is the Town of Buena Vista.

2009 Best in Colorado City Street, New or Reconstruction, Project Delivery, Environmental Sustainability Commendation went to the “Fort Morgan, Downtown Main Street Improvements.” The contractor is Aggregate Industries, WCR. The owner/agency is the City of Fort Morgan.

2009 Best in Colorado Use of Terminal Blend Tire Rubber Asphalt went to the “Colorado Springs, Circle Dr., Airport to Janitell.” The contractor is Lafarge West. The owner/agency is the City of Colorado Springs.

Overall, the list shows a variety of owners and agencies letting a variety of projects. The contractors and producers in Colorado continue to pave quality asphalt jobs that shine a positive light on the industry and make for a great evening during the annual RMACES.

Brannan Sand and Gravel Co., won the award for Best in Colorado Airport Pavement with their work on Centennial Airport Taxiway C. Photo courtesy of CAPA.

38 mArCH 2010

By press time, most asphalt industry professionals will be aware that the Senate passed H.R. 2847, the Hiring

Incentives to Restore Employment (HIRE) Act, by a 68 to 29 margin March 17. When the bill became law, it marked the first significant piece of job-creation legislation to pass since President Obama and the Democratic Congress earlier in the year declared they would focus on reversing widespread unemployment. The legislation contains the following specific proposals:

• the Jobs Payroll Tax Exemption, which offers employers an exemption from the 6.2% Social Security payroll taxes for every worker hired in 2010 that has been unemployed for at least 60 days,

• Section 179 Expensing, which increases the dollar amount (up to $250,000 against their tax liability) small businesses are allowed to expense under section 179(b) of the Internal Revenue Code for 2010 in an attempt to encourage new purchases of equipment,

• the Build America Bonds Expansion, which allows state and local government to borrow at lower costs to finance more infrastructure projects, and

• the Highway Trust Fund Extension—this extends existing highway programs, which provide states and localities with the certainty they need to make decisions on projects.

The bill extends the authorization of surface transportation programs under SAFETEA-LU through Dec. 31, 2010. In addition, the bill increases authorization levels and transfers $19.5 billion from the general fund to the Highway Trust Fund. Under the bill, $14.7 billion of the transfer would be dedicated to the Highway Account.

Not all of the details of the bill are common knowledge to everyone yet. Asphalt professionals still have questions, and I can answer a number of the frequently asked questions here. First, contractors and producers typically want to know how long the March 17, 2010, extension will last.

This is the fifth extension of the Federal Highway Program since SAFETEA-LU expired

Sept. 30, 2009. The Hire Act extends the Federal Highway Program through Dec. 31, 2010.

One of the most important questions contractors and producers ask concerns contract authority for states. Yes, this bill restores states’ contract authority. Under the four previous extensions, states were receiving 2/3rds of their highway contract authority in fiscal year 2010 due to the rescissions of contract authority that took place in 2009.

The Hire Act covers all of fiscal year 2010 and one quarter of fiscal year (FY) 2011. Under the Hire Act, states will receive their full contract authority of $43.08 billion for FY2010, which ends Sept. 30, 2010. They will receive an additional 1/4th amount of the 2010 contract authority for the first quarter of FY2011, which begins Oct. 1, 2010.

That leads to the next question on a contractor’s mind: just what is the government’s fiscal year? The U.S. government’s fiscal year begins Oct. 1 of the previous calendar year and ends Sept. 30 of the year with which it is numbered.

When discussing funding, many contractors want to know what happened to the rescissions that took place Sept. 30, 2009. Under the Hire Act, the $8.7 billion rescission from end of FY2009 is restored as well. Thus states will have greater flexibility to spend the dollars they received under the FY2010 Transportation Appropriations bill as a result of this restoration.

Thus contractors want to know how the Highway Trust Fund is fixed. The Hire Act transfers from the General Fund $14.7 billion to the Highway Account and $4.8 billion to the Mass Transit Account.

The Hire Act also allows the Trust Fund to earn interest in the future and transfers the cost burden of the exemptions from fuel taxes for farm use, government use, etc. to the general fund. The later provision will bring in an extra $1.7 billion per year to the Trust Fund. The Trust Fund still doesn’t have enough revenue coming in to support an ongoing $42 billion highway

program, but for calendar year 2010 the Trust Fund will be solvent.

For contractors asking about additional highway funding over-and-above the FY2010 appropriated levels, there is no additional highway funding. The original House version of this legislation passed last December provided $27.5 billion in additional highway funding. TARP funds were used as an offset for the additional spending. This offset was very controversial in the House where 38 Democrats and all GOP members voted against the legislation. The Senate never included additional highway funding in its bill because

the offset is too controversial, and there is no other offset on the table to pay for such a proposal. Majority Leader Harry Reid has promised another jobs bill in the future; however, the prospects for a jobs bill with increased spending, given the current political environment in Washington, are not good.

Now that the Federal Highway Program is stabilized for this construction season the focus

for NAPA will be to press Congress and the Administration to enact this year a surface transportation reauthorization bill. NAPA is preparing a white paper on the impacts recurring extensions are having on the Federal Highway Program and the highway market in general. A second white paper is being prepared that will contain NAPA’s principle for reauthorization. These two documents will be used in an aggressive lobbying campaign to pressure Congress to enact a reauthorization bill.

To help your industry, make plans now to attend the TCC Legislative Fly-In May 25 and 26, 2010, in Washington, D.C. Congress needs to hear from you, and remember that you vote! Go to www.blueskyz.com/tcc2010 for more information about the fly-in.

Jay Hansen is the vice president of government affairs for NAPA. For more information about the HIRE bill or the TCC Legislative Fly-In, contact him at jhansen@hotmix.org or 301-731-4748.

Highway Extension by Jay Hansen

Will Get us Through the year

Jay Hansen

ASPHAlT PrO 41

EQUIPmENT GAllEry

Ever since work zones have been open for night time business, workers have experienced an added element of danger. Not only do construction vehicles pose additional risk in the dark, weary or intoxicated drivers who may not recognize the work zone for what it is pose an additional threat. Distracted or confused motorists endanger your workers at any time of day or night, thus anything you can do to catch a driver’s eye and alert him or her to a worker’s presence is vital to work zone safety.

It’s no secret that Secretary of Transporta-tion Ray LaHood has started a war against distracted driving. His commercials against sending a text while driving target the younger generation on television, and his blog high-lights the topic as well.

If your workers can wear personal blinking lights on their hardhats or belts, across the reflective “X” on the back of their vests, and/or on their shoes, they turn into a walking beacon of redirection. They “redirect” a driver’s eyes from the smart phone in his or her hand to the road and work zone outside the car.

Well-reflected workers also redirect a construction vehicle driver’s eyes. If a worker in a pair of jeans and a t-shirt stands behind the dump truck at night, few drivers will see him. If that same worker wears a reflective vest with a blinking personal light on his hardhat, the driver will notice him standing there. The motoring public will see him, as well.

Another form of distraction for drivers is sleep deprivation. The U.S. DOT reported April 2 that the Federal Motor Carrier Safety Admin-istration (FMCSA) will now require interstate commercial truck and bus companies that have a history of violating hours-of-service (HOS) rules to install electronic on-board recorders (EOBR) in all their vehicles after June 1, 2012. This means about 5,700 interstate carriers will have EOBRs by June of 2013.

“Safety is our highest priority,” said FMCSA Administrator Anne S. Ferro. “In addition to requiring EOBRs for carriers that have already demonstrated a pattern of hours-of-service violations, we will initiate a rulemaking later this year that considers an EOBR mandate for a broader population of commercial motor carriers.” The HOS rules are designed to prevent

commercial vehicle-related crashes and fatali-ties by prescribing on-duty and rest periods for drivers.

While industry and motorists in general wait for EOBR installation to have an effect on sleepy commercial drivers, waking those drivers remains up to the workers in the work zone. Rumble strips and flashing lights help get an inattentive driver’s attention. Such things are place well ahead of the work zone, but serve as one more safety item on the safety check-list.

The number of products available to safety directors and company managers building a safety program are innumerable. Various companies put together aggregate sites and catalogs where you can do one-stop shop-ping for a handful of products at once. Other companies specialize in one type of safety protocol. Whatever you’re looking for, start with this month’s equipment gallery to get off on the right foot, but branch out to incorporate as many safety elements as you can. It may sound cliché, but a safety director can never be too safe when it comes to protecting workers and the traveling public that passes the work zone—day or night.

InTerweST SafeTy SuPPly’S CaTalogIt might not be as exciting as a piece of new weather monitoring equipment, but you can find such a beast inside the new 42-page, full-color catalog of safety products from Interwest Safety Supply, Inc., Provo, Utah. With offices in Colorado, New Mexico and Arizona, Interwest is set up to ship safety right to your office doorstep. Their offerings include, but are not limited to: arrow boards and variable message signs; barricades and barriers; cones; crash cushions; flags; highway advisory radios; lights; measuring devices; personal safety items and vests; radar devices; signs, stands and posts; traffic counters and signals; truck safety items; and more.

To get a catalog, contact (800) 955-1996 or visit www.iwsafety.com.

norTh amerICan’S PSlm4, PSSm1The personal safety lights—PSLM4—from North American Signal Co., Wheeling, Ill., feature four distinct patterns: single-flash, double-flash, simulated rotating and steady burn. They have a 16-LED personal safety light, include a photocell and can use a 300 to 400-hour set of “D” batteries. They are available in amber, red, blue, green and clear.

The PSSM1 Series: Strobe from North American Signal is a 360-degree strobe light that functions at 60 double-flashes per minute. It has a compact style of 4 1/8 inches deep by 5 ½ inches high. It can operate for 48 hours on two “D” batteries. Its magnet-mount base is included, but the PS-HDL handle can be ordered separately and works with all PSS and PSL series lights to mount them on most stan-dard traffic cones. The PSSM1-A is amber and the PSSM1-R is red.

For more information about North American Signal’s personal safety lights, contact the company at (877) 246-6274 or sales@nasig.com. Visit www.nasig.com.

eCCo’S 9031 warnIng lIghTThe new 9031 concealed warning light from

ECCO, Boise, Idaho, is an exten-sion of the popular 9011 line.

Featuring four 1-watt LEDs and wide angle light, the

9031 introduces easy plug-in mounting. The high-intensity LEDs are

specifically designed for vehicle headlight and tail light applications.The 9031’s optic design

produces wide angle light dispersion and maxi-mized secondary light output reflected off the vehicle light casing. Sixteen flash patterns are included and multiple units can be synchro-nized to flash alternately or simultaneously. Additional benefits of LED technology include high-intensity light output, low current draw and colorless LEDs when not illuminated.

For additional information or details of a local distributor contact ECCO Customer Service at (800) 635-5900 or visit www.eccolink.com.

Light it Up

42 APrIl/mAy 2010

EQUIPmENT GAllErySafeTy and ConSTruCTIon SuPPly’S SITeAnother outlet for safety gear is Safety and Construction Supply, Inc., Denver. The company offers Class III hi-viz orange and lime parkas and S9000 lime and S9001 orange vests, as well as Class II surveyor style vests. Also find insu-lated gloves, safety cinched balaclavas, Class III vests and waterproof high-visibility coveralls from SCS. If you’re looking for safety equip-ment, the company stocks cones, barricades, strobe lights, lightbars, panels, light stands and more. From Metaliks safety glasses meeting ANSI Z89.1 and CSA Z94.3 standards to break-away type III barricades from Plasticade that are Part #308-HI-LR-KIT NCHRP approved, SCS has a large stock of safety products for every application. SCS is also participating in Whelen’s “Amber Essentials Program,” which provides lower pricing to customers on select Whelen lighting.

For more information about SCS’s safety prod-ucts, call David Ortiz at (800) 748-2646 or visit www.traffic-workzone.com.

neuwaukum’S goblIn®“Each year, more than 100 workers are killed and over 20,000 are injured in the highway and street construction industry. Vehicles and equipment operating in and around the work zone are involved in over half of the worker fatalities in this industry.” Oct. 18, 1999, Kim Vendl was killed when a

dump truck she never saw coming backed over her at 5 miles per hour. In response, Washington state enacted WAC 296 155 305, which recommends using hard hat mounted rear-view mirrors “to warn and protect…

from traffic and equipment approaching from behind.” What the researchers at Neuwaukum Industries, Inc., Enumclaw, Wash., came up with is something they consider more effective than a rear-view system. Nov. 17, 2008, after two years of research and development, Neuwaukum introduced the Goblin® Peripheral Vision System™. Designed by a team of award winning engineers, safety specialists and materials experts, this project grew out of the necessity for “active” safety gear to reduce construction work zone injuries and fatalities.

Currently the methods used to prevent injuries and fatalities (due to runovers and backovers) consist of back-up alarms, rear-view cameras, safety vests, jersey barriers and observers, according to the manufacturer, but none of these methods give the person in danger the ability to see for themselves what is going on around and behind them. Goblin Peripheral Vision System is a low-cost solution that provides an expanded peripheral vision zone. The added peripheral awareness, up to 180 degrees, gives the wearer an active/offensive advantage over his or her environ-ment. They are lightweight, adjustable mirrors that clip to the brim of most hard hats and are designed not to hinder forward vision. Used in pairs, they stay virtually invisible to wearers until danger approaches. Now, in addition to other passive safety measures, the wearer is actively involved in his/her own safety.

Built to hold up in a tough environment, each Goblin is made of industrial-grade, non-

conductive plastic. The mirrors are scratch-resistant and tinted to prevent glare. In the event of a hard impact, a unique “breakaway” system allows individual parts of the Goblin to separate from each other, preventing wearer injury. Goblin Peripheral Vision System was designed to meet ANSI and Washington Administrative Code 296-155-305 standards.

The manufacturer believes Goblin Peripheral Vision System is as critical a piece of personal protective equipment for any

worker exposed to traffic, moving equipment or other work sites where dangers can come from the side or rear as hard hats, safety glasses or reflective vests.

For more information about the Goblin, contact Neuwaukum Industries at (360) 825-1505 or kellybauer@hardhatmirror.com. Visit www.hardhatmirror.com.

u.S. doT’S P2P ProgramNot exactly a product, the U.S. Department of Transportation’s Work Zone Safety and Mobility Peer-to-Peer (P2P) Program is a short-term assistance program that the Federal Highway Administration (FHWA) established to help agencies apply methods, tools and strategies to improve work zone safety and mobility. The program provides state and local transporta-tion agencies easy access to peers across a wide range of work zone issues at no cost to the agencies, which is a plus in today’s economic and budgetary climate.

The P2P program can help agencies assess and manage potential impacts from road construction and rehab activities when agency personnel tap the technical expertise of profes-sionals from across the country to address questions or to share lessons from past experi-ences. To use the program, a state or local agency rep requests assistance either by e-mail or phone. He or she describes the agency’s need to the FHWA-sponsored P2P coordinator. The coordinator then matches the agency with a transportation professional. The matched peer contacts the agency to work out the details of the assistance to be provided within the program framework. In some instances, this may include a site visit.

Neuwaukum’s Goblin®

Assistance is available in the following work zone areas:

• safety and mobility• policy• planning and programming• pr/education/outreach• analysis tools• data/impact analysis• development & design• transportation mngmt plans• contracting/bidding procedures• specs, methods, practices• traveler/traffic info• enforcement• incident management• ITS & innovative tech• evaluation/feedback

Did you Know?yOU CAN THANK JUNE mcCArrOll FOr A SImPlE SAFETy FEATUrE.The American Association of State Highway Transportation Officials (AASHTO) reported that a truck forced Dr. June Hill Robertson McCar-roll off a narrow highway between Indio and Palm Springs, Calif., back in 1917. She realized that similar accidents could be prevented if a definitive line was painted down the middle of the highway.

She worked for five years before finally persuading the California State Highway Commission to paint center stripes in the middle of all state roads. AASHTO found more information at www.billyholcomb.com/fall_doins_6008_handout.htm. Source: AASHTO

For more information on the P2P program, contact workzonep2p@dot.gov or call (866) 727-3492.

roadSafe’S ProduCTS and ServICeSFrom arrow boards to utility markers, Road-Safe Traffic Systems, Inc., Bensalem, Pa., ships products and provides services to keep workers safe. They offer the latest in technologies in temporary traffic control and protection and pavement marking services in both rental and sales. With more than 25 branches in the East, Midwest and Western regions of the United States, RoadSafe services regional and national construction firms, state DOTs, county and municipal governments, as well as utility and railroad companies. Their operations employees are trained and certified by the American Traffic Safety Services Association (ATSSA) and share their knowledge of industry specs and regs for state and local agencies when working with your team. Their product line—which includes barricades, message signs, impact attenuators, light towers, strobe lights, and more—is designed to comply with NCHRP Report 350 and be accepted for use on the national highway system.

For more information and a full product listing, call (888) 650-ROAD or visit www.raodsafetraffic.com.

PlaSTIC SafeTy SySTemS’ roadQuake

To wake drivers up before they get to your work zone, the engineers at

Plastic Safety Systems, Inc., Cleveland, Ohio, provide the RoadQuakeTM temporary, portable rumble strips. These 11-foot long, 12-inch wide and 13/16-inch thick rumble strips use no adhesives or fasteners to slow your set-up or tear-down process. No nails or glue are needed for installation or use because the non-slip textured surface is designed to keep the Road-Quake in place. According to the manufacturer, a crew of two can install and array the rumble strips in minutes.

The manufacturer recommends the strips for daily installation and removal of short-term work zones, pilot car or flagging operations, lane closures, traffic safety check-points, routine maintenance projects, and paving

operations. They are recommended for two- or four-lane highways with posted speed limits of 60 miles per hour or less.

In closed-track tests of sound and vibration, the RoadQuake tested as high as milled strips and higher than glue-down strips, according to the manufacturer. The beveled edge faces traffic and makes the device motorcycle-friendly. The ergonomic handles are designed to make installation and storage easy.

For more information about the RoadQuake, call (800) 662-6338 or visit www.plasticsafety.com. View a video demo at www.roadquakevideo.com.

The SPoke wheel CamPaIgn gIveS voICe To hubCaPSThe EZ Street Co., Miami, has launched its “The Spoken Wheel” campaign, which is a direct mail program designed to focus attention on the poor state of the nation’s roads and call federal and state governments to action. By sending “deceased” hubcaps to civic and business leaders, along with notes outlining the circumstances of the hubcaps’ deaths, EZ Street Company’s creative team hopes to reinvigorate dialogue on the urgent need for additional funding for roads and highways.

“The Spoken Wheel campaign is a fun way to bring attention to a serious situation facing our country’s infrastructure,” said Dag Seagren, EZ Street’s president, who noted that every $1 spent to keep a road in good shape saves $7 in reconstruction costs.

“America’s infrastructure program is pres-ently in disarray and we feel that Congress needs to get it under better financial footing through the development of a true long-term strategy for investment,” he added. “Unfortu-nately, the $70 billion we are investing today in road preservation doesn’t even keep our roads in a basic state of ‘good’ repair. Roads continue to be a vital and essential part of America’s transportation network.”

According to a report published by the American Association of State Highway and Transportation Officials (AASHTO), one-third of the nation’s highways—interstates, freeways and major roads—are in poor or mediocre condition. These rough roads add an average of $400 to the annual cost of owning a car—an additional $750 or more in some cities—due to damaged tires, suspensions and reduced fuel efficiency. Major urban centers reportedly

have the roughest roads; more than 60 percent of the roads in the great Los Angeles area, San Jose, San Francisco-Oakland, Honolulu and Washington, D.C. are said to offer a poor ride.

AASHTO’s report points out that traffic growth has far outpaced highway construction, particularly in major metropolitan areas. And, while the federal stimulus program is providing assistance toward repairing some of the nation’s roads, it will take a significant long-term invest-ment by all levels of government to provide Americans with a smooth ride.

“With a legislative agenda consisting of the economy, health care reform, climate change and deficits, we must engage Wash-ington in the development of a common plan for investment in our highways and bridges,” commented Jay Hansen, vice president of government affairs for the National Asphalt Pavement Association. “Today, we are spending $70 billion annually; to maintain our roads would require $185 billion per year and to improve them would require $276 billion a year. Where that investment will come from is the conversation that must take place.”

Information on the “The Spoken Wheel” campaign can be found at www.pothole.info where visitors will find interactive content and a 30-second TV spot called “The Hubcap.”

For more information, call EZ Street Co. at (305) 663-3090 or visit www.ezstreetasphalt.com

ASPHAlT PrO 43

44 APrIl/mAy 2010

HErE'S HOW IT WOrKS

To survey an area, grade, mill or pave with precision, contractors often turn to sonic controls and GPS technology. The

engineers at Topcon Corp., Livermore, Calif., have increased the precision of GPS control with their Millimeter GPS+ system. Here’s how it works.

The PZL-1 Positioning Zone Laser is the transmitter of the Millimeter GPS system. It projects a beam that sweeps over a 600 meter area. This creates a unique signal in a 10-meter high zone, which allows the transmitter to send data even over hills and bumps in the work zone while maintaining a wall of information.

One PZL-1 transmitter can operate multiple equipped machines and survey rovers. The transmitter sends this beam of data out to

one of two types of receivers in the Millimeter GPS+ system.

The PZS-1 Positioning Zone Sensor is a rover sensor that receives the laser signal. It then wirelessly transmits a signal to a HiPer or GR-3 rover, which is a wireless GPS+ receiver, typi-cally located on a pole for surveying applications.

The PZS-MC Positioning Zone Sensor is a machine control sensor that receives the laser signal and replaces the existing machine-mounted GPS antenna on graders, millers, pavers, etc. to feed information directly to equipment. Combined with Topcon’s GX-60, the operator’s user interface and the MC-R3, the machine’s GPS+ receiver and controller, the blade will automatically adjust to accurately grade to design. When the piece of equipment also has an FC-100 Windows CE field controller,

the PZS-MC tells the FC-100 how to adjust the machine to the changing grade or how to fill in for soft spots or sliding slope.

For more information about Topcon’s Millimeter GPS, contact a 3D product specialist at (925) 245-8300 or visit www.topconpositioning.com.

Topcon’s millimeter GPS

If you’re an equipment manufacturer with a complex product, let us help you explain its inner workings to the readers of AsphaltPro magazine. There’s no charge for this editorial department, but our staff reserves the right to decide what equipment fits the parameters of a HHIW feature. Contact our editor at sandy@theasphaltpro.com.

Show us How it Works

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ACE Group ...............25, 40Contact: Carl McKenzieTel: 888 878 0898sales.enquiries@ashaltacesales.comwww.asphaltace.com

Aesco madsen ...............27Contact: John FerrisTel: (253) 939-4150Jferris@aescomadsen.comwww.aescomadsen.com

Asphalt Drummixers ................. 12,13,33Contact: Steve Shawd or Jeff DunneTel: 260-637-5729sales@admasphaltplants.comwww.admasphaltplants.com

B & S Light .............................39Contact: Mike YoungTel: 918-342-1160Sales@bslight.comwww.bslight.com

CEI .................................... 4Contact: Andy GuthTel: 800-545-4034info@ceienterprises.com www.ceienterprises.com

Entech. . . . . . 11Contact: Neal FreyTel: 574-612-5031Neal@4entech.comwww.entechcrumbrubber.com

EZ Street. . . . . . . . . . . .18 Tel: 800-734-1476Info@ezstreet-miami.comwww.ezstreetasphalt.com

Heatec, Inc. ..................... 2Contact: Sharlene BurneyTel: 800-235-5200sburney@heatec.comwww.heatec.com

Hotmix Parts/Stansteel ..................... . .47Contact: Dawn KochertTel: 800-826-0223dkochert@hotmixparts.comwww.hotmixparts.com

Hydronix. . . . . . .11Tel: 888-877-4884 or213-439-5000enquiries@hydronix.comwww.hydronix.com

maxam Equipment .................7, 31Contact: Lonnie GreeneTel: 800-292-6070lgreene@maxamequipment.comwww.maxamequipment.com

r.l. Painting & mfg., Inc. . ..26800-962-8415 or937-968-5526sales@rlpainting.comwww.rlpainting.com

reliable Asphalt Products......... Back CoverContact: Charles GroteTel: 502-647-1782cgrote@reliableasphalt.comwww.reliableasphalt.com

rotochopper, Inc...........14Tel:320-548-3586Info@rotochopper.comwww.rotochopper.com

Stansteel Asphalt Plant Products...............21Contact: Tom McCuneTel: 800-826-0223tmccune@stansteel.comwww.stansteel.com

Systems Equipment ......45Contact: Dave Enyart Sr.Tel: 563-568-6387Dlenyart@systemsequipment.comwww.systemsequipment.com

Tarmac International, Inc ......9, 34Contact: Ron HeapTel 816-220-0700info@tarmacinc.comwww.tarmacinc.com

rESOUrCE DIrECTOryAsphalt Pro’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 Asphalt Pro magazine.

46 APrIl/mAy 2010

THE lAST CUTrigs and refiners

According to the U.S. Energy Information Administration, the number of rigs drilling for oil in the United States has not only recovered since the “low levels seen in June 2009,” it has surpassed

its previous peak, which was back in November of 2008. This year, on Feb. 1, there were 445 rigs at work.

While drilling activity is up, demand is down. EIA reported negative earnings for major refiners during the fourth quarter of 2009. One of the responses to lower oil demand is refinery idling. Some refineries close. The Refinery Action table on this page shows some recent refinery idlings and closings, courtesy of EIA. Of course, not every refinery’s

parent company is thinking in terms of lowering production, and that’s reflected in the table as well.

With these subtle changes and the upcoming summer up-pricing, asphalt prices have already started their upward trend, as seen in the Liquid Asphalt Cement Prices table on this page. AC prices aren’t jumping as quickly as they did in 2008, but they’re starting at a higher mark than 2008’s prices early in the season. One can only hope they plateau for 2010 or we see a sudden, but unexpected, downturn in pricing.

liquid asphalt Cement PricesCompany, State Jan 1, ’10

Avg/tonFeb, 1 ’10Avg/ton

Mar, 1 ’10Avg/ton

ConocoPhillips, Tenn. $475.00 $525.00 $525.00

NuStar Energy, Ga. 410.00 460.00 475.00

NuStar Energy, N.C. 410.00 460.00 480.00

NuStar Energy, S.C. 410.00 460.00 480.00

NuStar Energy, Va. 435.00 460.00 485.00

Associated Asphalt Inman, N.C. 480.00 480.00 525.00

Associated Asphalt Inman, S.C. 480.00 480.00 525.00

Associated Asphalt Inman, Va. 480.00 490.00 525.00

Marathon Petroleum, Tenn. 445.00 490.00 505.00

Marathon Petroleum, N.C. 445.00 510.00 510.00

Massachusetts Average 420.00 475.00 487.50

California Average 415.10 377.00 402.80

Missouri Average 457.50 505.00 510.00

diesel fuel retail Price (per gallon)

Feb 1 2.781

Feb 8 2.769

Feb 15 2.756

Feb 22 2.832

Mar 1 2.861

Mar 8 2.904

Mar 15 2.924

Mar 22 2.946

Mar 29 2.939

by AsphaltPro Staff

Data for Southeast region, Source: ncdot.org; Data for Massachusetts, Source: mass.gov; Data for California, Source: dot.ca.gov

Data for Missouri, Source: modot.mo.gov

Source: Energy Information Administration

oil Price report—march 2010

Mar 12, ’10 Early Mar ’09 Mar 26, ’10 Mid Mar ’09

Crude Oil (WTI) $81.26/barrel $46.22/barrel $79.75/barrel $52.41/barrel

Spot Price Gasoline (NY) 2.120/gal 1.152/gal 2.079/gal 1.400/gal

Spot Price Diesel Fuel (NY) 2.120/gal 1.198/gal 2.115/gal 1.417/gal

Spot Price Heating Oil (NY) 2.085/gal 1.183/gal 2.067/gal 1.415/gal

Spot Price Propane (GC) 1.088/gal 0.633/gal 1.083/gal 0.685/gal

Data for Oil Price Report March 2010 and 2009, Source: Energy Information Administration

refinery actionCompany Name

Refinery Name

State Type of Change

Capacity Change (million bbl/day)

Flying J Big West, Bakersfield

Calif. Idled indefinitely Jan. 2009

-66

Valero Delaware City

Del. Permanent Closure Nov. 20, 2009, shutdown Jan. 1, 2010

-182

Sunoco Eagle Point, Westville

N.J. Idled indefinitely Oct. 6, 2009Shutdown Jan. 1, 2010Permanently closed Feb. 1, 2010

N/A

-145

Western Bloomfield N.M. Idled indefinitely Nov. 9, 2009

-17

Marathon Garyville La. Expansion Jan. 1, 2010

+180

Source: U.S. Energy Information Administration