APro-June/July 2013 issue

June/July 2013

Crush, Recycle Materials

Michigan Owner GrowsRecycle Failed Concrete

Cat Heats endgatesCrush Base in Place

Stay Safe:Guard limbs

TilCOn JOinSTHRee in One

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8

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26

contents

On the CoverTilcon New Jersey ramps up production by combining facilities. See related article on page 50. Photo courtesy of Gencor, Orlando.

DeparTmeNTSletter from the editor5 Help Them understand the need

Around the Globe6

Safety Spotlight8 Check the GuardBy Cliff Mansfield

Mix it up10 Specs ChangeFrom National Center for Asphalt Technology

Producer Profile14 Growth Means Adding Second PlantSuperior Asphalt expands business with commitment to industry, service, planning aheadBy Sandy Lender

equipment Maintenance20 Guardian Diagnoses equipment Problems, Tracks Routine MaintenanceBy AsphaltPro Staff

Project Management26 TC Fixes San Diego One Piece at a TimeFrom Caterpillar Paving Products

equipment Gallery58 Caterpillar Heats your endgatesBy AsphaltPro Staff

Here’s How it Works64 Pine instrument’s AFDl1 Data logger

Resource Directory65

last Cut66 Oil Prices Spring AroundFrom Energy Information Administration

JUNE/JULY 2013

Crush, Recycle Materials

Michigan Owner GrowsRecycle Failed Concrete

Cat Heats EndgatesCrush Base in Place

Stay Safe:Guard Limbs

Tilcon CombinesThree in One

arTiCleS20 Track, CrushTracked equipment helps CJ Moyna meet deadlinesFrom KPI-JCI

38 estimate What 2013 Will Bring youBy Sandy Lender

44 Crush ConcreteOakes’ impact crusher brings big concrete slabs down to sizeBy Tom Kuennen

50Tilcon Combines Three Plants in OneBy AsphaltPro Staff

56 That's a Good ideaSignal Truck DriversBy John Ball

44

Help Them Understand the NeedFor some reason, not all members of Congress realize the transportation con-struction industry is struggling to keep our nation’s highways and bridges safe. representative andrew Koenig (r-mo.) was quoted in the Kansas City Star saying, “if we give them too much money, they’ll end up doing more than what’s needed. i drive i-70 almost every day, and i just don’t see a desperate need to add lanes. at its worst, you get a little traffic buildup and you can’t speed. But you’re not supposed to be speeding anyway.”

mr. Koenig, i lived in Kansas City for 13 years while my parents lived in the St. louis area. That four-hour drive of inconsistent surfacing wreaked havoc on my vehicles and at its worst, i-70 became a two-lane parking lot because it doesn’t have dedicated truck lanes but it does have “crazy busy” traffic. even though i now live in a state that doesn’t have to clear the roads of snow and ice, i’d like to see “them” lay a dedicated truck lane alongside i-70 to reduce traffic congestion, increase economic efficiency and save a few lives. But legislators aren’t going to base decisions on my non-scientific definition of “crazy busy” from eight years ago when they have oh-so-reliable data such as “i just don’t see a des-perate need to add lanes” from one of their own.

We members of the asphalt indus-try can’t let one representative’s as-sessment frustrate us into inaction. in-stead, we can join voices with letters to our representatives, site visits like the one discussed in our april/may issue or participation in Napa’s first legislative fly-in this Sept. 11 & 12. let’s get the message across: The concept that our highway system might get more attention than necessary is ludicrous. Our infrastructure needs immediate and vital attention to make it safe.

The idea that a department of transportation would perform extraneous work with taxpayer monies is an example of one person’s mis-understanding. We do work on a low bid system that is transparent to the public. DOTs have checks and balances built in to track where taxes and tolls are spent. if news reporters don’t catch a slip-up in accounting, you can bet internet trolls will.

The transportation industry has no room in our current situation to mess around. let me rephrase: The road construction industry, including the DOTs, doesn’t have time, energy or funds to play around. We’re on a collective mission to fix what needs fixing and make america’s infrastructure safer for america’s taxpayers.

With this editorial column, i’m obviously preaching to the choir. But i’d like to encourage you to keep highway funding at the front of your mind as you go about your daily business. map-21 will only carry us through fiscal year 2014, and then the members of Congress will need to vote on how to let us support infrastruc-ture for the next two or three or five years. i’d like to see those members of Con-gress be less paranoid than mr. Koenig of missouri. i’d like them to be fully edu-cated on what the road construction industry brings to the table. We’re not out there adding lanes willy nilly. We’re out there protecting his constituents.

Stay Safe,

Sandy lender

June/July 2013 • Vol. 6 No. 8editor's note

“If we give them too much money,

they’ll end up doing more than what’s

needed.”—Rep. Andrew Koenig (R-Mo.)

2001 Corporate PlaceColumbia, MO 65202

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

GrOuP PuBLIShErChris harrison

PuBLIShErSally Shoemaker

[email protected](573) 499-1830 x1008

EdITOr

Sandy [email protected]

(239) 272-8613

ArT dIrECTOrKristin Branscom

OPErATIONS/CIrCuLATION MANAGErCindy Sheridan

BuSINESS MANAGErrenea Sapp

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Industry News and Happenings from Around the WorldCanadamontreal will be the hotbed for learning about petroleum robotics—and much more—this aug. 11 through 15. Visit www.iSarC2013.org for information on the 30th international Sym-posium on automation and robotics in Con-struction and mining, which hosts 600 delegates from around the globe.

ChileThe association of equipment manufacturers (aem), owner of CONeXpO, has signed a letter of intent with the Chilean Chamber of Construc-tion to co-locate CONeXpO latin america with the Chamber’s edifica exposition to be held Oc-tober 2015 in Santiago, Chile. Source: AEM

ChinaDuring January and February of this year, Chi-na imported 487,350 megatonnes of bitumen, most of it to different ports such as Nanjing, Hangzhou and Qingdao. Then in march China Communications import & export General Co., and Xiamen Huate Group Corp. ltd. imported the most bitumen into China at 281,659 mega-tonnes combined. Source: Petrosil’s Bitumart

hungaryContiTech air Spring Systems has opened a new plant for rubber compounds in Nyíregy-háza, Hungary. Commercial vehicle replacement customers and the air spring systems business unit itself are set to benefit from the compounds produced there.

Qatara recent press release states Qatar plans to spend more than $20 billion during the next five years to upgrade its road network. The public Works authority (ashghal) plans to build about 136 kilometers of new roads in Qatar by 2014 and has just approved a new system for bitu-men selection (within QCS-2010), which could change the qualifying and trading of bitumen used in Qatar.

south aFriCaaem and messe munchen are forming a joint venture called bC expo South africa (pty) ltd. The first bauma africa will be held in Johannes-burg in September.

united states• Under map-21 the Federal Highway admin-

istration (FHWa) is required to develop per-formance measures for a number of entities within 18 months of enactment.

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

iowaGo golfing with the asphalt paving association of iowa (apai). The first outing will be Tuesday, June 25, at the amana Colonies Golf Course in amana. The second will be Wednesday, aug. 28, at the Carroll Country Club in Carroll. Call minnie at (515) 233-0015 to join a team and support apai.

marylandThe National asphalt pavement asso-ciation (Napa), lanham, md., and Fed-eral Highway administration (FHWa) have released a new survey of sustain-able construction practices in the as-phalt pavement industry that takes a look at reclaimed asphalt pavement (rap) and recycled asphalt shingles (raS). Survey says! “The use of recycled materials in asphalt pavements saved taxpayers more than $2.2 billion during the 2011 paving season.” Napa reports that about 3.7 million tons of liquid as-phalt binder was saved through the use of rap and raS during 2011; about 19 percent of all asphalt produced in the country that year was made using warm-mix asphalt (Wma). The whole survey with a state-by-state breakdown of data is available at www.asphalt-pavement.org/recycling. Source: NAPA

missouriThe american Subcontractors association (aSa) midwest Council announced the winners of its 20th anniversary awards Gala april 13 in St. louis. The 2013 Outstanding Specialty Subcon-tractor (category a) went to T.J. Wies Contract-ing and (category B) Golterman & Sabo. The 2013 Service provider/Supplier of the Year was Volvo rents. nevadaif you’d like to be a part of the iFpe Technical Conference, held march 4 through 8, 2014, at the las Vegas Convention Center in conjunction with the CONeXpO-CON/aGG exposition, you can submit your abstract to until June 6, 2013. Visit www.ifpe.com in the education section.

north CarolinaThe next secretary of transportation could be anthony r. Foxx, the mayor of Charlotte, N.C.

as of press time, the president had nominat-ed Foxx for the post, according to the New York Times. The american road & Transpor-tation Builders association (arTBa) released a statement saying Foxx “has demonstrated that he sees the intersection of transportation infrastructure investment and economic de-velopment. as mayor of Charlotte, he’s been a thoughtful voice in advocating for develop-ment of all modes of transportation in order to help spur the local economy, create jobs and improve mobility.”

pennsylvaniaNeed training for your eriez® products? eriez of erie, pa., has produced a variety of installa-tion, maintenance and educational videos span-ning multiple product categories. View them at www.youtube.com/eriez.

washington, d.C.• a new report “The U.S. Transportation Con-

struction industry profile” by the american road & Transportation Builders associa-tion’s (arTBa) Chief economist Dr. alison premo Black shows money invested in trans-portation construction industry employment and purchases generates $354 billion in an-nual U.S. economic activity. That’s equal to 2.25 percent of the Gross Domestic product (GDp). The report finds the annual value of transportation construction reached near-ly $120 billion in 2012, which ranks it larger than industry sectors such as commercial and health care structures; motion pictures; amusement parks and recreation; and others. Source: ARTBA

• mike lewis, the president of the american association of State Highway and Transpor-tation Officials (aaSHTO) and the director of the rhode island Department of Transporta-tion, testified before the Highways and Tran-sit Subcommittee of the House Transporta-tion and infrastructure Committee april 25 to deliver state and local perspectives on the implementation of the new surface transpor-tation bill, map-21. aaSHTO reported that the majority of lewis’ testimony dealt with the need for Congress to allow full imple-mentation to take place before making major changes to the law.

• The Napa legislative Committee task force will develop Napa’s legislative recommenda-tions to Congress, which will be released dur-ing the Napa asphalt fly-in Sept. 11 and 12, 2013. To be a part of the fly-in, visit the “Gov-ernment affairs” tab at www.asphaltpave-ment.org.

around the globe

6 June/July 2013

safety spotlight

Check the GuardThe asphalt plant can be a dangerous

work environment. accidents hap-pen far too often when workers don’t pay attention to details, aren’t taught good safety practices or become com-placent over time. as we’ve seen in the past few articles on this topic, most ac-cidents can be traced to the same root cause: production needs supersede common sense safety practices. Now let’s take a look at another common causality. maintenance personnel must include the replacement of guards and safety items in their repair steps.

For instance, an 18-year-old novice ground man tried to grease the head roll on a collecting conveyor and found himself mangled for life. earlier in the day, the guard on the chain-driven unit had been removed to facilitate the re-placement of a broken chain.

To grease the drive side of the head roll, the victim had to reach through the moving chain to access the bear-ing, which was hidden behind the drive sprocket. When he attempted to pump the grease gun, his hand became en-tangled in the moving chain. in an in-stant, the victim’s hands were drawn into the chain’s pinch-point and around the drive sprocket. Both hands were se-verely mangled, requiring many opera-tions including the amputation of sev-eral fingers on each hand. He’ll be on state accident insurance fund disability for the rest of his life.

in the final analysis, this accident was due, in part, to his negligence. To a greater degree, it’s due to the com-pany’s failure to provide clear and strict guidelines for this kind of situation.

Two things combined to cause this accident. First, the ground man wasn’t sufficiently trained in his new job to realize the dangers posed by moving equipment, especially chain drives. Be-ing young and eager to impress his new boss, the kid made a poor choice that will haunt him for the rest of his life.

The second and more important issue in this case is the failure to replace the guard over the drive unit when needed repairs were finished earlier in the day. With trucks backed up and the paving superintendent calling for mix, it’s not hard to see how the pressure of pro-duction quotas probably influenced the operator’s decision to leave the guard off. in retrospect, it was a decision ev-eryone involved regretted. OSHa lev-ied heavy fines in this incident and, of course, the lawsuits continue.

by CliFF mansField

8 June/July 2013

This particular company institut-ed a new policy as a result of this accident: “Under no circumstanc-es shall a piece of equipment be operated without the appropri-ate guards in place. period. There are no exceptions to this rule. any employee found in violation of this rule is subject to immediate and fi-nal termination.”

perhaps this is a rule that should be adopted by every asphalt company.

a common thread in asphalt plant accidents is a disregard for safety issues in deference to production pressures. asphalt plant operators often feel tremendous pressure to produce by any means possible. Un-fortunately, this shifts the focus off safety and onto money without any-one realizing it’s happened.

a clear-cut set of guidelines deal-ing with the company’s policy on safety issues should be drawn up and distributed to everyone involved

with the plant. Be sure to include the paving superintendent so he or she doesn’t unknowingly exert pressure on the plant operator.

remember: everyone wants to do a good job that the state in-spector or owner/agency will ap-prove. Sometimes employees go to great lengths to get results. To that end, conditions are overlooked that would never be overlooked or for-gotten under normal circumstanc-es. When dealing with safety issues, one must keep in mind the fact that you need to be safe all the time; you need only be careless once for trag-edy to strike.

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

leFT: No matter what style or age of convey-or you’re working with, all moving compo-nents demand attention and respect. Photo courtesy of Cliff Mansfield. aBOVe: The im-portant feature to note here is the blue guard over the gear motor. Guards could have pre-vented the accident discussed in this article. Photo courtesy of Cliff Mansfield.


mix it up

The National Center for asphalt Technology report-ed in its Spring 2013 edition of asphalt Technology

e-News “Specification Corner” the following updates in states and Canadian provinces.

The Colorado Department of Transportation (CDOT) has developed two new asphalt mix gradations: a 3/8-inch mix (ST) and a #4 mix (SF). These mix gradations will be specified when thin lift overlays are deemed the most appropriate surface treatment. This is a revision of Section 703—aggregates for Hot mix asphalt, of the CDOT spec. (editor’s Note: CDOT was evaluating the need to revise the rap spec, to be based on percent of asphalt binder replaced, instead of the current spec that is based on percent rap in the mix. The revision was ap-proaching the final approval process and could be fully implemented by press time.)

in July 2013, the Florida Department of Transporta-tion (FDOT) will implement a new pG76-22 binder that will require the use of a minimum of 7 percent ground tire rubber (GTr). This binder will be required to meet all of the requirements for a pG76-22 binder, with the exception of solubility. additional requirements include a separation test and the multiple Stress Creep recov-ery (mSCr) test. The bind-er can be made exclusive-ly with GTr or a blend of GTr and polymer. This new binder will be called pG76-22 (arB). FDOT will contin-ue to use an SBS polymer-modified binder—pG76-22 (pma)—on all high traffic volume projects and any projects with a history of rutting. FDOT will also adopt the mSCr test (Jnr and percent recovery) for all modified binders beginning in July 2013.

michigan implemented a longitudinal joint spec in 2012 to improve the quality and durability of long joints. The DOT is currently reviewing the data and plans to make further revisions. The state has increased the al-lowable use of rap. it’s also allowing the use of a fine-toothed mill for ride quality corrections. it has a crumb rubber pilot project scheduled for 2013 wherein the con-tractor has the option of terminal blend or wet process.

The minnesota Department of Transportation (mn-DOT) reports “good results” with limited use of stone matrix asphalt (Sma) and Ultra Thin Bonded Wearing Course. it would like to use more of these mixes on fu-ture projects. The pave-ir bar will also be required on

more projects as the DOT has found this to be a great tool to assist the contractor in improving operations and reducing thermal segregation. Current mnDOT specs use a binder replacement requirement rather than a maximum percentage of recycled asphalt pavement (rap). plant results are taken every 20 minutes, and all readings of the plant operation are recorded.

For 2013, the missouri Department of Transportation (moDOT) plans to increase tack coat rates to levels con-sistent with NCHrp report 712. missouri began investi-gating delamination of pavement layers shortly before release of the report. it was discovered that as tack ma-terials transitioned from cutbacks to emulsions, the spec rates were not adjusted to account for the residual as-phalt content of emulsions.

an adjustment to the bulk specific gravity spec is also planned for 2013. When using aaSHTO T 166 for the bulk specific gravity of cores with high air voids, missouri is disallowing the use of aaSHTO T 275, bulk gravity us-ing paraffin-coated specimens. it was discovered that this method can falsely inflate the bulk specific gravity results by wax permeating internal voids. Vacuum seal-ing, aaSHTO T 331, and parafilm, aSTm D1188, will be

the allowed methods when required by T 166.

Nevada has added per-missive language to allow using warm-mix asphalt (Wma). plant mix bitumi-nous surface may be mixed and placed at lower tem-peratures than normally specified when using one of the technologies cov-

ered by the term Wma. if desired, Wma may be pro-posed for placement of dense graded plant mix bitumi-nous surface.

The Ohio Department of Transportation (ODOT) has recently allowed elvaloy® and will soon be allowing ground tire rubber (GTr) as other options to SBS and SB polymers for pre-blending for modified pG binders, based on successful past projects.

ODOT has recently allowed the production of pG64-28 binder using polyphosphoric acid (ppa) rather than poly-mer modification. a truly neat pG64-28 binder is hard to produce and not refined locally. Because we only use this binder for intermediate courses, there was no justi-fication to force producers to use only polymers. There is still a pG64-28 polymer-modified spec with pG plus testing for those producers who do not wish to use ppa.

Specs Change From national Center For asphalt teChnology

ODOT has recently allowed Elvaloy® and will soon be

allowing GTR as other options to SBS and SB polymers for pre-

blending for modified PG binders.

10 June/July 2013

There have been no reports of issues with the pG64-28 ppa-modified binder in the field.

ODOT plans to create a spec for a highly polymerized pG binder, around 7 to 8 percent SBS, for high stress areas, pavement reductions and other applications. it currently has a pG76-22m, which contains roughly 4 percent SBS. ODOT is also working on a spec for trackless tack prod-ucts to replace existing plan notes. Trackless tack use has increased over the past few years, so a spec is needed.

in the past, ODOT has de-termined theoretical maxi-mum specific gravity using the saturated surface-dry (SSD) method on all mixes. in a recent change to a spec, SSD will now only be per-formed on mixes that retain more than 0.18 percent water based on dry weight. This change was due to a majority of mixes retaining very lit-tle water in the SSD condition, so the maximum specific gravity was barely affected. Other benefits are less time for testing and more immediate results in the field as well as a potential one-tenth increase in percent binder in the

mix. They also made the maximum specific gravity proce-dure specific to one procedure/equipment to keep con-tractors and DOT consistent.

Tennessee has added a trackless tack to the list of avail-able options for use as tack coat. Specified tack coat rates for non-milled surfaces were changed from a maximum of 0.05 gallon per square yard “residual bitumen” to 0.05 to

0.10 gallon per square yard applied emulsion. Specified tack coat rates for milled sur-faces were changed from a maximum of 0.20 gallon per square yard “residual bitu-men” to 0.08 to 0.12 gal-lon per square yard applied emulsion.

The ministry of Transporta-tion of Ontario (mTO), in part-nership with Ontario’s hot mix

asphalt industry, has developed a permissive spec for us-ing warm-mix asphalt (Wma). it allows contractors to use Wma in lieu of Hma. Wma mix design should follow aaS-HTO r35 appendix X2.

Since 2012, mTO has fully switched to using high-speed inertial profilers for acceptance of asphalt pave-ments. The spec requires that pavement smoothness be measured using the Qa profiler. pay factors are identi-fied based on iri for each 100-m sublot. The overall pay factor will be an average of all the sublot pay factors. localized roughness is identified using the Smoothness assurance module of proVal 3.3. localized roughness areas are either subject to payment reduction or to re-pair, based on their severity.

Based on concerns with premature cracking of as-phalt pavements, mTO requires all pGaC grades to have an ash content of less than 1 percent, according to an mTO lab testing standard, lS-227. additionally, pGaC grades, with the exclusion of pG58-28 and 52-34, are required to meet specific testing criteria for lS-299 (Double edge Notched Tension test) and multiple Stress Creep recovery testing (Non-recoverable creep compli-ance at 3.2 -Jnr3.2 and average percent recovery -r3.2). low temperature limiting grade and grade loss deter-mined according to mTO lS-308 are conducted for in-formation purposes.

mTO, in consultation with the industry, is developing a performance-based spec for crack sealing in Hma pave-ments. it has a two-year warranty period on the perfor-mance of the sealed cracks. This spec is near completion and should allow the contractor to select rout geometry for the rout & Seal option, in addition to the Clean & Seal option available. it should also allow the contrac-tor to select the type of hot-poured rubberized asphalt crack sealant. mTO is developing a performance-based spec for asphalt pavements based on a five-year war-ranty period.

mix it up

MTO is developing a performance-based spec for

crack sealing in HMA pavements. It has a two-year warranty

period on the performance of the sealed cracks.

12 June/July 2013

producer profile

How many 16-year-olds build a company that still serves a com-

munity 30 years in the future? When Jeff Kresnak was 16, he planned ahead for the purchase of a 1-ton roller and 1-ton truck a year later to accommodate driveway sealing schedules that lasted until 10 p.m. most days. He formally started his own company at age 21 and incor-porated it in 1993. With the opening of his second asphalt plant april 15, 2013, he’s still planning ahead. One of the forward-looking aspects of his new almix drum plant is a 140-foot Thurmon scale under two 200-ton si-los. The engineers designed the silo footings so he can expand to six silos in a row, and Kresnak anticipates that will happen before long.

“We like the long 140-foot scale versus having two scales side by side,” Kresnak explained. “To me this is easier and more efficient. it keeps everything simpler and we are still able to get a truck loaded and off the scale in short order. You can see the pillars coming up so we can add four additional silos here in lansing. This gives us lots of growth potential and will enable us to do our own pav-

ing and take care of our retail sales as well.”

He said the two silos get them go-ing for the time being. “i would ex-pect, as we did in Grand rapids in 2010, within a few month we will be adding a couple more silos.”

The company Kresnak has built from the ground up is Superior as-phalt, inc., in Grand rapids, mich., with the newest division, lansing as-phalt in lansing, mich. The new plant in lansing is an almix drum plant rat-ed at 400 tons per hour. it features almix millenium controls, which are total plant controls that can store as many mix designs as the hard drive can hold, according to almix presi-dent mike Shurtz.

What Kresnak has done with these two plants in a less-than-favorable economic climate is impressive. The director of the asphalt pavement association of michigan (apam) in Okemos, mich., a. John Becsey, spoke highly of Kresnak’s accom-plishments.

“it’s not very common in michigan for a brand new asphalt plant to be located on a brand new site,” Bec-sey said. “in 2010 Superior’s plant in Grand rapids was the first brand new

asphalt plant to be located on a new-ly permitted site in about 20 years. it’s a beautiful state of the art facil-ity, very clean and nicely landscaped. in fact, it has achieved Napa’s Dia-mond achievement Commendation for excellence in Hot mix asphalt plant/Site Operations. i think this is a testament to Jeff’s strong commit-ment to operating his facilities in an environmentally responsible manner and being a good neighbor to the surrounding community.

“The lansing asphalt plant is also a brand new plant on a newly per-mitted site, and is a beautiful plant that is following in the footsteps of his facility in Grand rapids. So, to my knowledge, they are the only compa-ny in the last 23 years to have done it not once, but twice, which is quite an accomplishment.

Growth Means Adding Second Plantby sandy lender

Superior Asphalt expands business with commitment to industry, service, planning ahead

14 June/July 2013

“i’m also very pleased that Su-perior asphalt is a member of the asphalt pavement association of michigan. They immediately joined our association shortly after open-ing the Grand rapids plant and con-tinue to be an active member of the association. i think Jeff recognizes the importance of supporting the industry in addition to appreciating the value of the benefits of apam membership.”

Superior asphalt is involved with the community in more ways than one.

“andy maioho of Superior asphalt serves on our Board of Directors and is also a member of our Scholarship Committee,” Becsey said. “i real-ly appreciate andy contributing his time and effort to help guide our as-sociation and Superior’s support of our activities and programs.”

Superior asphalt is also a member of the National asphalt pavement association (Napa), the Cutlerville-Gaines Chamber of Commerce, the associated Builders and Con-tractors—Western michigan Chap-ter, the michigan municipal league Foundation, the michigan infrastruc-ture and Transportation association, and the lansing regional Chamber of Commerce.

as mentioned above, the compa-ny has started with two 200-ton si-los at the new lansing facility and anticipates growth soon. The new plant manager is Brian Stewart, a gentleman who’s been in the michi-gan asphalt industry for a number of years. Stewart shared that he worked for another asphalt com-pany for nine years before going to work for the michigan Department of Transportation.

“When i came here, i had been working for the state of michigan for five years,” Stewart said. “i nev-er thought i’d be interested in go-ing back into the asphalt industry. i was real impressed with Jeff and his quality and what he expects. This is a beautiful place, just a beautiful plant.”

The lansing plant sits on about 25 acres, according the Stewart, and is fully paved and landscaped because Kresnak had a specific vision for it. The team knows all about the dry-ing efficiencies achieved when dry aggregate is fed to the plant, so the stockpiles are placed on paved sur-faces on an uphill slant. The team also knows about capturing dust and using it as fines in mixes, so the plant includes collection systems at the baghouse and along conveyors. They’ve gone above and beyond michigan requirements.

“One of the pleasures in work-ing with Jeff Kresnak on this proj-ect was that he is a plant owner who does not cut corners,” Shurtz said. “Starting with the location he chose, the site preparation he under-took, the equipment he specified,

the installation of that equipment, and ending with the yard paving and landscaping, Jeff had a vision and he and his team made it happen.”

Mix in QuAliTyStewart manages the lansing plant, which will be producing state mixes most of the time for Superior crews and customers. He anticipates mak-ing Superpave mixes in the future. The plant has warm-mix capabilities with the almix Warm mix system and can produce mixes with recy-cled asphalt pavement (rap). Stew-art and Kresnak have similar phi-losophies when it comes to adding recycle to mixes.

“We will run recycle, around 15 per-cent rap to 30 percent rap,” Stew-art said. “We have competitors—and there are companies across the na-tion—who run high percentages of rap. You can be really successful at it or not. Jeff and i subscribe to the old school of thought, which is to use lower percentages of rap with more virgin materials.”

Kresnak spoke about percentages as well. “We will watch closely what percentage of rap we use to make sure we use the correct liquid asphalt binder to produce great material

BelOW: Jeff Kresnak of Superior asphalt said, “We are very happy with our almix 400 TpH plant. it’s heavy steel, well designed with great welds and the cold feeds, in my opin-ion, are second to none.” Notice that the team has seven cold feeds clearly marked to help the loader operator deliver the right ag-gregate to the right bin. Photo courtesy of ALmix, Ft. Wayne, Ind.

producer profile

even if that makes us more expensive than our competitors in some cases. We will try our best to make every ton of material the best possible way we can just as if we were to use it on our own road, driveway or parking lot.”

With that philosophy, Superior asphalt has grown consistently for the past 30 years. it’s not just equip-ment Kresnak has added. The com-pany has more than 120 employ-ees—all michigan residents. “in Grand rapids and lansing markets, we are proud to be the only asphalt facility that is a michigan-owned and michigan-headquartered business.” He anticipates adding 20 to 40 more employees in the next 12 months. He considers those employees the best in the business; they’re people who were willing to follow him and assist in bringing his vision to life.

“it’s all about making good mix,” Kresnak said. “people will know the difference between what’s good ma-terial and what’s not good.”

One of the materials Superior makes is a recycled pavement with the Bagela recycle mixer for win-ter paving. “The recycler we use in Grand rapids and lansing is a Bage-la,” Kresnak said. “They produce up to 10 tons of hot mix per hour at 300-plus degrees. The material they make for us in the winter months is as nice as most plant mix. We use virgin as-phalt top from our jobs throughout the summer months and make a cou-ple thousand tons for the machines in the late fall.”

making the recycled winter mix-es is another area that showcases Kresnak’s forward thinking. He has crews make an extra ton or two of

mix for commercial jobs so they don’t run out during a shift, and then he stockpiles any extra mix for the winter jobs.

“What’s nice about having the re-cycler is in the paving season when you’re not sure if you need 15 or 16 tons to finish a job, we order a few extra tons. This way we’re never

aBOVe: “This particular installation returns all the dust,” mike Shurtz of almix said. No-tice the galvanized pipe under the silos at the left edge of the image. This is a part of the blue smoke capture system, which the state of michigan requires. You can also see fugitive dust and emission capture systems dotted around the plant to make this facili-ty as environmentally friendly as possible. as Shurtz said, “One of the pleasures in working with Jeff Kresnak on this project was that he is a plant owner that does not cut corners.” Photo courtesy of ALmix, Ft. Wayne, Ind.

16 June/July 2013

producer profile

short and we bring the extra material back to the yard to be crushed to run through our recyclers in the winter. Nothing hurts worse than being on a driveway close to dark and being a ton or two short. This way we’re al-ways covered.”

This also makes the winter mix top quality. “Our winter mix has an av-erage bitumen content of approxi-mately 5.7 to 6 percent. it’s perfect for top course repairs in the winter. We always tell our customers the

areas for Hma have to be at least 2 inches deep and dry. if it doesn’t meet these criteria, you should use U.m.p. cold patch material; we feel that is the best cold patch going and we supply that out of both of our locations.”

By providing mix year-round, you might think a company in the climate michigan offers is taking a chance with winter conditions. Kresnak doesn’t think that way. in-stead, his crews pay attention to

aBOVe: a. John Becsey of the asphalt pave-ment association of michigan shared that the Superior asphalt lansing plant is a beau-tiful, brand new plant on a newly permitted site that is following in the footsteps of Jeff Kresnak’s facility in Grand rapids. Superior as-phalt is the only company in the last 23 years to have erected new plants on newly permit-ted land not once, but twice, in the state of michigan. plant manager Brian Stewart ex-plained that the crews paved the surfaces at the lansing facility to get proper drainage for better energy costs, etc. “Jeff has done his homework,” Stewart said. Photo courtesy of Bryan Musser, Stadel Media, Inc.

18 June/July 2013

quality control, best practices and customer service.

“We can produce hot mix year-round with our recyclers. You really can’t tell the difference between our hot mix in the winter through our re-cycler or hot mix out of the asphalt plant [Gencor plant in Grand rap-ids] in the middle of July. We’ve been making mix in the winter months for almost 15 years and have lots of mu-nicipalities that prefer our hot mix over cold patch. They come into our yards daily to buy our hot mix for just a few dollars more than cold patch material. We sell a lot of our hot mix in the winter to michigan DOT and many county road commissions. They know we’re driven to be cus-tomer-friendly.

“Service is our first and most im-portant aspect when it comes to cus-tomers. as you know, the customer is always right. What’s neat with our company is if for any reason some-one isn’t happy with our material in the winter, hot mix or cold patch, we replace it at no charge. if we drop the ball with our plant mix, we’ll be

the first to step up and admit our er-ror and make sure the customer is al-ways happy at the end of the day. We pride ourselves on still doing lots of our jobs on trust and a handshake.”

So far, trust and a handshake has worked well for a company that works with quality.

“Superior has built a reputation for delivering quality projects,” apam’s Becsey said. “This is evi-denced by the fact they won a 2011 apam/mDOT award of excellence for paving the Gateway Drive & Walsh Drive reconstruction project in Kent County.”

The project Becsey mentioned was one that required a little more than 10,000 tons to pave the drives and taxi-ways at the Kent County airport in 2011. Superior won the bid and performed the work.

With more projects of that cali-ber in Superior’s future and plenty of commercial work that requires the personal touch Superior crews pro-vide, Kresnak knew it was time to ex-pand to a second plant not long after the Grand rapids plant was in place. as Becsey pointed out, it has been more than 20 years since a compa-ny in the state has put a new plant on a newly permitted site—until Jeff Kresnak took his driveway sealcoat-ing business to new heights.

“i want to congratulate Jeff Kresnak on opening his new asphalt plant in lansing,” Becsey said. “Jeff should be proud of this major accomplish-ment and how he has grown his busi-ness....even though i’ve known Jeff for only a few years, i can tell he cares deeply for the industry and is dedicat-ed to making his operations the best they can be.”

That kind of care and commitment to not just his company and custom-ers, but also to the industry he’s a part of give his company a shining opportunity for more growth. and that gives Kresnak more “planning ahead” to do.

For more information, contact Jeff Kresnak at (616) 451-3200 or visit ei-ther the www.SuperiorAsphalt.com or www.LansingAsphalt.com sites.

OppOSiTe paGe TOp: “We poured our silo pad and footings and silo piers for six si-los,” Jeff Kresnak said. “We have two silos up now, but this gives us the opportunity to put up four more 200-ton silos in the future without tearing everything apart. We built the plant to grow and thought ahead as much as possible for future expansion. We like the 140-foot scale versus having two scales side-by-side. To me, this is easier and more efficient. it keeps everything simpler and we are still able to get a truck loaded and off the scale in short order. We know jumping into a new market will be challeng-ing but that’s what keeps our industry fun. Without challenges, we would all be bored and content and not strive as hard to make our industry more successful.” Photo cour-tesy of Bryan Musser, Stadel Media, Inc. riGHT: an employee for the City of lan-sing visits with Jeff Kresnak before getting a load of mix. Superior asphalt works with the city, with municipalities and with the state. Photo courtesy of Bryan Musser, St-adel Media, Inc. Far riGHT: From left, Bri-an Stewart is the plant manager of the new lansing facility and Jeff Kresnak is the pres-ident of Superior asphalt. Photo courtesy of Bryan Musser, Stadel Media, Inc.


equipment maintenance

Finding equipment problems quick-ly means you get equipment back

up and running quickly. You might even prevent work time interruption. To that end, roadtec introduced its Guardian telematics system in 2012. Since then, the company has made the remote monitoring technology avail-able on additional equipment.

The Guardian telematics is a system that lets an operator find just about

any machine problem through either the display screen on his milling ma-chine or remotely from a laptop or per-sonal computer. The Guardian system also monitors machine performance and service requirements.

it allows service techs and owners to protect the company’s investment and keep operating costs low by moni-toring a specific machine in real time through the wireless signal. Workers

Guardian Diagnoses Equipment Problems, Tracks Routine Maintenance by AsphAltpro staFF

aBOVe: roadtec offers the Guardian re-mote diagnostic system on its e-Series mill-ing machines and e-Series pavers now. in this picture, a contractor in Snoqualmie Val-ley, Wash., uses the rX-600e milling ma-chine with Guardian software installed to track any equipment problems. Photo cour-tesy of Roadtec, Chattanooga.

20 June/July 2013

equipment maintenance

can address any issues that arise while the machine works. roadtec customer service personnel can remotely view the machine in real time and be there for the customer. The engine, hydrau-lic system, electrical system and grade control can all be monitored in detail. (Owners can also locate the machine by GpS using the Guardian system.)

as alluded to above, roadtec first offered Guardian on its e-Series Tier 4 milling machines including the rX-600e. Now it’s also available on the 10-foot e-Series asphalt pavers. let’s take a look at a couple of milling machine case studies to see how Guardian influ-ences equipment maintenance.

First of all, Guardian can provide the milling machine’s (or paver’s) operating data such as productivity and time-to-service intervals. if there’s a machine or engine fault, the system automatically sends an e-mail to the own-er (or to roadtec) reporting a problem has developed with a specific system on the mill.

Kyle Grathwol, the owner of Grathwol automation and au-thor of the Guardian software, gave an example of road-tec receiving an e-mail from a machine in Florida. The e-mail alerted roadtec that the signal from the left front pulse pickup had been lost. That means the milling machine operator couldn’t trust the speed he was reading of the hydraulic motors driving the tracks.

“an engineer at roadtec logged into that machine in Florida and confirmed the condition,” Grathwol said. The roadtec engineer called the owner of the milling machine and told the cus-tomer the problem, and the custom-er quickly found a broken wire. “The problem was solved within 30 minutes of the time roadtec got the e-mail,” Grathwol said.

With the Guardian software, roadtec can connect remotely to any rX-600e milling machine in the world and exam-ine all of its systems from a computer in Chattanooga. The connection from the machine to the computer is wireless, with a cell booster to ensure that the machine has a strong signal, according

to Kyle Hammon, roadtec technical marketing coordinator.

engine or machine faults then im-mediately trigger an e-mail to the ma-chine’s owner. an e-mail will also alert the owner when the machine is due for service. if a fault occurs but no cell phone connection is available, the on-board computer stores fault informa-tion until an internet connection is re-stored. Then Guardian sends the e-mail.

The Guardian system allows the op-erator to monitor fuel consumption, engine codes, and other functional systems including alarms, starting cir-cuit, cutter function, water, conveyor speeds, propel functions, load control, hydraulics and more.

For example, Grathwol said the sys-tem displays electrical circuits by show-ing inputs on the left, interlocks in the center and outputs on the right. The

circuits are basically displayed as a live schematic. if you look at cutter inputs, you might see the left cutter switch on. Then look at the outputs. actual milli-amps of current and desired milliamps are shown on the output side. if the de-sired output is 3 milliamps but the ac-tual output shows zero, it means you have an open circuit.

“You can tell where your power flow stops and you can tell if it’s an open or shorted circuit,” Grathwol said. “a technician can see the whole schematic of the system.”

Steve Concannon, the operations manager at pavement recycling Sys-tems, mira loma, Calif., tried out the rX-600e with the Guardian system. He said his team was able to get re-ports on the operating performance of the machine.

“it was very beneficial for us to see what the fuel burn was and what the load on the engine was,” Concannon

said. “That gave us some indication of the run time versus the standby time. and we were able to evaluate all of that from the office.”

Concannon said his company worked with roadtec to solve a prob-lem with the calibration of the rear track steering. “it was off, and we were able to call in to Chattanooga to change the calibration,” he said. “We got that zeroed out and had it

running perfectly in a matter of minutes.”

Concannon anticipates the remote diagnostic capability will improve machine uptime. He appreciates the onboard diagnostic capability of the Guardian system. “You don’t necessarily have to use re-mote diagnostics,” he said.

“Just trouble-shooting on the sys-tem itself is a big plus. The opera-tor is able to search out the problem himself.”

Operators also get e-mails inform-ing them of upcoming maintenance needs. “Our operators carry their smart phones so they can get e-mails about services needed right away,” Concannon said.

With Guardian, operators can pull up filter part numbers directly from the screen when they see a filter change is pending.

With the use of telematics in the construction industry, equipment owners, operators and mechanics have additional means for controlling uptime. anticipatory maintenance helps the crew keep machines in op-timum working order and partner-ing with Oems who have a finger on the pulse of equipment issues keeps downtime to a minimum.

it’s liveGuardian’s intuitive live SchematicsTm allow owners and techs to see all electrical circuits in a simple layout with real time status of all switches, valves and settings.

“You can tell where your power flow stops and you can tell if

it’s an open or shorted circuit. A technician can see the whole

schematic of the system.”

22 June/July 2013

project management

The city of San Diego breaks its preservation projects into many

pieces—both large and small. TC Construction, inc., Santee, Calif., won two bids that included many of those projects. To turn a profit com-pleting the projects, TC Construction

put the pieces together in an orderly fashion so the paving crew could be uninterrupted and productive.

Organizing the jobs presented challenges in part because the size of the projects varied greatly from one to the next. Work on thoroughfares

required as much as 15,000 tons of mix while smaller streets might have used as little as 120 tons.

“The total tonnage was 84,000 on the overlay bids we won, but it was spread out over dozens of individual projects,” art Hernandez said. He’s

TC Fixes San Diego One Piece at a Time

From Caterpillar paving produCts

26 June/July 2013

the paving estimator at TC Construc-tion, which is located just outside San Diego.

regardless of size, nearly every project had its own logistical chal-lenge. each required approvals from various government agencies or last-minute adjustments to the milling process. Other challenges fell out-side the scope of everyday paving.

“at one point, we had to notify 500 people that we wanted to pave at night, and ask them if it was okay,” Hernandez said. “We’ve never done that before.”

TC DOuBleS uPThe city overlay was two separate projects: One entailed 64,000 tons; the other required 20,000 tons. The individual streets weren’t grouped in any particular order, but instead spread out across the city. They in-cluded full width mill and fills, count-less dig-outs, hundreds of pedestrian ramp upgrades and overlays.

after winning both bids, TC Con-struction took efforts to combine the jobs. Hernandez posted a map and marked each and every overlay. He then developed a plan on how to handle each street repair efficiently. This made sense in terms of efficient use of the crew and equipment, but the more efficient the field opera-tions became, the more details there were to track from an administrative standpoint. For example, each street and its associated mix had to be billed against a specific project.

“We came up with a coding sys-tem for the tickets,” Hernandez said. “it wasn’t anything special, but the point is that while we were combin-ing these projects, we also had to keep them separate, too.”

Specs required TC Construction to mill 2 inches of existing asphalt and then place 3 inches of new material. The milling—and later the asphalt mat—were tapered so existing curb and gutter matched. TC partnered with a subcontractor to handle the milling. Originally, they planned to let

OppOSiTe paGe: Booster trucks with hauling capacities of 66,000 pounds brought mix to the paver one night. BelOW: a CD54B handled finish work with four passes on a mat of about 170oF.


project management

the subcontractor perform the mill-ing, and then have TC paving crews come in a day later to complete the overlay. The city, however, wanted the paver to work immediately be-hind the mill to minimize the length of the street closures. That meant they had to adjust the process so the paving crew worked 400 to 500 feet behind the mill.

“We preferred to work separate-ly, but the city had traffic concerns,” Hernandez said. “it wasn’t stipulat-ed in the specs, but understanding the importance of relationships, we

wanted to keep the city happy. We adjusted.”

The change presented some chal-lenges. First, the subcontractor only had a single mill allocated to the job. He planned to make two passes with the one machine. With the new direc-tion, there wasn’t enough time for that process.

“There had to be two mills,” Her-nandez said. “We needed that pro-ductivity because we had to finish the paving quickly, too.”

To solve their dilemma, they added a second milling crew. “Having two milling crews there, along with our paving crew, made for a crowded job site,” Hernandez said.

paving so close to the mill had oth-er repercussions. “You’re adding an entirely new layer of machines and labor, all of which can impede or halt production at any time,” Hernandez said. “Sometimes on these streets, you have no idea what’s underneath. One time the milling crew hit an old set of railroad tracks that nobody knew were there.”

Breakdowns were rare, but still caused significant problems that needed to be handled efficient-ly when they occurred. in addition,

achieving a continuous mat meant trucking the asphalt through South-ern California traffic.

“We utilized about 15 to 20 trucks per day,” Hernandez said.

paving crews had to be sure they could use the mix that was in transit, even if the mill had problems. “We typically ground far enough ahead so that if there was a breakdown, we could use the asphalt that was in transit,” Hernandez said.

The milled surface also had to be swept before tack could be applied. “Cleanup was a big issue during the milling process,” Hernandez said. “at first we utilized only one sweep-er. We convinced the subcontractor to add a second.”

at the early stages of the project, sweeping left the surface too wet for tack. That was remedied eas-ily enough by adding the second sweeper, but it quickly became clear that more attention to the milling and cleanup operation was vital.

PAve, COMPACTasphalt was delivered using boost-er trucks with strong arms and haul-ing capacities of 66,000 pounds. The maneuverability and efficiency of the trucks was a perfect match for San Diego’s traffic.

paving widths were usually 18 feet, although the contractor oc-casionally used Cat’s wing exten-sions to achieve a width of 20 feet. “Sometimes the city would require a certain width because they want-ed the joint line under the striping,” Hernandez said.

Sourced from two plants, the mix used ½-inch aggregate. “The fact it came from two plants was anoth-er consideration,” Hernandez said. “Fortunately, we rarely received mix from both plants on the same day, but we did alternate plants day-to-day. it meant adjusting to the haul lengths and the traffic flow at different times of the day. The only real difference was the impact on trucking.”

The mix was 320oF at the plant and about 280oF in the hopper. it was

aBOVe TOp: Specs required TC Construc-tion to mill 2 inches of existing asphalt and then place 3 inches of new material. The mill-ing—and later the asphalt mat—were ta-pered so existing curb and gutter matched. aBOVe: The CD54B brought up the back of the rolling train. The operator reported that it “hardly used any water.”

28 June/July 2013

project management

typically 270oF behind the screed. a Cat ap1055D placed the mix at the 3-inch depth. Only one lift was re-quired.

a Cat CB54 handled breakdown compaction. it typically made eight passes with four of the passes in vi-bratory mode. a pneumatic com-pactor made four passes work-ing at a mat temperature of about 200oF. Handling finish work was a CD54B with four passes on a mat of about 170oF.

“That machine hardly uses any wa-ter,” Hernandez said. “it was quiet, with good visibility. But the operator really noticed the water usage. He said he could go all night on seven gallons of water.”

Not all of the specs mentioned night paving. Those requests came after the bidding when a city division reviewed each traffic plan. “That’s when they would make a determi-nation of day or night,” Hernandez said. “When they came back to us and said it had to be night, we had to make some adjustments. it is a changed condition.”

Hernandez credited the city for partnering with TC Construction whenever it could. For example, the city proved extremely flexible and often allowed TC crews to work an hour longer if a street had been changed from day to night paving.

The material supplier would have to open the asphalt plant at night and TC crews would incur additional ex-pense with lighting requirements in a night work zone. On the positive side, traffic changed at night.

“at night we didn’t have to deal with traffic, so sometimes we actu-ally preferred that time,” Hernan-dez said.

When traffic would be a significant issue, TC requested a change to a night shift. That’s when crews turned into public relations officers, as allud-ed to above.

“We had to get a noise permit,” Hernandez said. “We had to knock on doors and ask permission. On one street there were 500 people we had to talk to.”

reaching work zone neighbors re-quired more than a knock and then moving to the next door; followups were required if the door wasn’t an-swered. Not every resident granted permission, but enough said “yes” that TC was able to get the permit and work at night. Such efforts were not required if the city directed TC to pave at night.

another challenge resulted when a governmental agency in addition to the city of San Diego became in-volved. They had to secure permis-sion to post a sign in another situ-ation; Hernandez said getting an

encroachment permit from Caltrans took six months.

Other delays involved working around the hustle and bustle of San Diego. if TC Construction can teach other contractors a quick lesson in project management, it would be to plan for the busy activities that clog potential work zones. paving in a downtown environment means checking schedules for 10K rac-es, beach activities, special events, city moratoriums and other special events that may mean cars are driv-ing or parked on the pavement you want to mill up. luckily for TC Con-struction, they could plan around it all. “The people we worked with at the city were more than reasonable,” Hernandez said. “They handled ev-ery request we made and were ex-tremely cooperative. We have noth-ing but good things to say about them.”

PeRCeiveas the estimator, Hernandez com-pared thoughts when the bid is made to the realities you find on the jobsite.

“When you work on a bid, you’re in an isolated office environment,” Her-nandez said. For example, he antici-pated traffic on certain streets, but was still surprised by some volumes.

“it’s not just the number of ve-hicles on a street, it’s where they’re going,” he said. “There were a few businesses that were really busy, and we didn’t anticipate that much traf-fic trying to get into that particular entrance.”

Yet he and the crews made the jobs work, no matter what challeng-es emerged. “as we all know, suc-cessful paving is about adjusting to changing conditions and learning from each and every project com-pleted. You can’t look at worst-case scenarios every time you prepare a bid; you would never get a bid. You have to do the best you can, and consider all known factors, obvious-ly. But at some point you just have to get out there and get the job done. That’s paving.”

aBOVe: a Cat CB54 handled breakdown compaction, typically making eight passes—four in vi-bratory mode—when the mat measured 270oF.

30 June/July 2013

32 June/July 2013

“in the past, with recycle jobs, we would typically break, haul, crush and truck before we put the materi-al back down,” Jason marmann said. He’s the equipment manager for CJ moyna & Sons, inc., elkader, iowa. marmann said moyna’s recycle proj-ects in the past had all been county and state road projects. “Crushing along a 10-mile stretch of interstate, however—this was a first for us.”

marmann refers to 10 miles of northbound i-35 in south-central iowa. The highway was concrete with asphalt overlay, and moyna had won the bid to pull the old pavement, handle grading, recycle the asphalt and concrete, and then place the material back onsite for use as sub-base and granular sub-base prior to paving.

although CJ moyna was founded in 1947 as a grading contractor, over the years the company has grown to include mining and processing of stone, sand and gravel, as well as as-phalt and concrete recycling; today it has more than 200 employees and a second office in Cedar rapids.

“We’ve handled aggregate and re-cycle processing since 2000,” mar-mann said. “and we have a pretty large fleet of portable and tracked equipment that we use for recycle jobs, in our smaller pits and for add-ed production.” When the company won the bid for the i-35 project, mar-mann said they knew they needed to find tracked equipment with the production capacity that would allow them to crush all the material onsite.

The ability to crush recycled asphalt and concrete onsite is a positive as-pect for a few reasons. First, crushing onsite saves money because trucking material is arguably the highest cost incurred in a project such as this, even if the material is recycled for reuse. The practice is also environmentally friendly. most importantly, it boosts safety with fewer trucks on the road during the project.

moyna officials determined that for the i-35 grading and recycling job the best solution would be to employ tracked plants that could follow the grade and move under their own power. marmann said that

they wanted a tracked processing system that would allow the com-pany to crush, screen and windrow material as it simultaneously walked the grade along the highway.

“We had another project going on at the same time as the i-35 proj-ect…so we needed mobile equip-ment that would give us good pro-duction, too. We knew we would have to pull it off of i-35 in the mid-dle of the job and use it at the air-port before taking it back to i-35. So the two projects justified the equip-ment purchase.”

marmann was familiar with Kpi-JCi; CJ moyna owned several crush-ing, screening and washing plants manufactured by the astec compa-nies, and had also rented Kpi-JCi equipment occasionally when proj-ects demanded additional equip-ment. He had worked closely with factory personnel in Yankton, S.D., and eugene, Ore., as well as CJ moyna’s local dealer, road machin-ery & Supplies Co. (rmS), for prior equipment purchases, and this pur-chase was no different.

Track,CrushTracked equipment helps CJ Moyna meet deadlines

From Kpi-JCi

leFT: The FT5260 and FT6203 plants then processed the concrete material, fed at 6-inch minus, crushing and screening it to 1 1/2-inch for use as granular sub-base. marmann ex-plained that the granular sub-base provided excellent drainage for stormwater control.


“We had made factory visits,” he said. “and even then we talked op-portunities and where we see the market going. They were very hands-on and very open with the lines of communication. They listened and they have adjusted and tailored their products to fit the market.”

marmann said this willingness to work with CJ moyna also played into its ultimate equipment choice. The company made its decision and or-dered a Kpi-JCi FT5260 horizontal shaft impact (HSi) crushing plant and a Kpi-JCi FT6203 6-foot by 20-foot three-deck horizontal screen plant.

CJ moyna’s responsibility for the i-35 project included pulling up the concrete with its asphalt overlay in a 10-mile stretch along the northbound lanes. The milled asphalt was stock-piled along the outside shoulder. CJ

moyna broke the concrete with an excavator and left it piled along me-dian shoulder. The asphalt-treated base under the concrete was then chunked and laid on top of the as-phalt overlay millings.

as the company graded the road site, it crushed the asphalt with a Kpi-JCi FT4240 closed-circuit HSi plant and put that material down on the graded road site as sub-base. The FT5260 and FT6203 plants then processed the concrete material, fed at 6-inch minus, crushing and screen-ing it to 1 1/2-inch for use as gran-ular sub-base. marmann explained that the granular sub-base provided excellent drainage for stormwater control. after that step, the paving contractor for the job came in behind CJ moyna.

aBOVe: CJ moyna and Sons used a Kpi-JCi FT5260 horizontal shaft impact crushing plant and a Kpi-JCi FT5203 6-foot by 20-foot three-deck horizontal screen plant to complete a 10-mile pavement project along interstate 35 in iowa. First, they milled off the asphalt overlay and stockpiled that material along the outside shoulder. Second, they pulled up failed concrete with a Cat excavator, leaving the slabs piled along the median. Third, they chunked the asphalt-treated base that had been under the concrete and laid it on top of the asphalt overlay millings.

as one crew graded the road site, another crew crushed the asphalt with a Kpi-JCi4240 closed-circuit horizontal shaft impact crushing plant and placed that material on the graded road site as sub-base.

The FT5260 and FT6203 tracked plants then processed the concrete material from 6-inch minus to 1.5-inch for use as a granu-lar sub-base. The i-35 project was CJ moyna’s first interstate highway recycling job, and it was Kpi-JCi’s first setup with an FT5260 and FT6203 crushing and screening as the plants walked the grade.

34 June/July 2013

aBOVe: The CJ moyna & Sons crew broke the existing failed concrete base along i-35 with an excavator and left it piled along median shoulder. The FT5260 walked the grade, crushing the material and stockpiling it alongside the project.

according to marmann, when rmS delivered the plants, the dealer pro-vided a pre-delivery inspection fol-lowed by setup and training. after that, CJ moyna put the plants to work. The i-35 project was moyna’s first interstate highway recycling job, and it was Kpi-JCi’s first setup with an FT5260 and FT6203 crushing and screening as the plants walked the grade.

“For a first time for both sides, it went really well,” marmann said. “if we had questions or little tweaks that needed to be done for our applica-tions, between rmS and Kpi-JCi, we could talk to them one day and have


a solution by the next. it was pretty flawless. and the beauty of it—this setup is so versatile and usable—at one point when we needed material really quickly in one of our pits, we pulled the plants off of the i-35 job, unloaded at the pit, put the plants together and started crushing, just like that.”

Despite heavy rain and pulling the new plants for other applications, CJ

moyna completed its i-35 project on time and within budget. “We had good equipment and some fortunate weather breaks. The material itself also provided some breaks; we had good luck with our material,” mar-mann said. “and personnel stepped up to meet the challenge. But if the equipment hadn’t performed for us, it would have been hard for us to make up for that lost time.”

TOp aBOVe: The i-35 project was moyna’s first interstate highway recycling job, and it was Kpi-JCi’s first setup with an FT5260 and FT6203 crushing and screening as the plants walked the grade. aBOVe: The milled asphalt was stockpiled along the outside shoulder.

36 June/July 2013

EstimatE What 2013 Will Bring YouHeavy Construction Systems Spe-

cialists, inc. (HCSS) has released its 2013 Heavy Civil/infrastructure es-timating Survey results. it offers in-sights to issues affecting the heavy/highway industry. You can download your free copy of the results at www.hcss.com/estimating-survey to learn about the trends in estimating and bidding during the past two years and what your peers anticipate for the remainder of 2013.

Highlights of the findings include:• more bidders per job and more

competition—40 percent of re-spondents stated they saw an in-crease in the number of bidders on jobs in 2012 versus 2011.

• Companies must adapt to stay in business in today’s economy—one way companies are doing so is by expanding their scope outside of their normal specialties or bidding jobs outside of their normal geo-graphic range.

• Companies are generally optimistic for 2013.Check out a few of the morsels

gleaned from the survey for your in-formation here. all facts and figures quoted herein are from the 2013 Heavy Civil/infrastructure estimating Survey.

let’s start with a picture of 2012’s bidding landscape. The average total dollars that an estimator bid in 2012 was less than $25 million for 48 per-cent of the responders. Only 17 per-cent of respondents bid between $25 and $50 million for the year; 11 per-cent of responders bid between $51 and $100 million for the year; 9 per-cent of responders bid between $101 and $200 million for the year. What’s strange is that 8 percent of respond-ers didn’t know how many total dol-lars they bid in 2012.

What everyone wants to know is how those total dollars compared with previous years. One of the questions HCSS asked was how the bidding

volume dollars in 2012 compared to the volume of 2011. it turned out the 10 percent of responders considered their total volume of bids in 2012 “sig-nificantly higher” than their total vol-ume of bids (in dollars) in 2011. The most responders—35 percent—con-sidered their volume in 2012 “some-what higher” than in 2011. Those who considered their bidding volume stayed flat numbered 21 percent.

The change in department of trans-portation bid volume dollars between the two years decreased quite a bit for the responders. Only 19 percent of re-spondents saw an increase in DOT op-portunities from 2011 to 2012, while 33 percent saw a decrease. What’s in-teresting is that 26 percent of respon-dents thought DOT opportunities re-mained “flat” and the remaining 21 percent of respondents didn’t know or didn’t go after DOT lettings.

On the other hand, 35 percent of re-spondents saw an increase in private bid volume dollars from 2011 to 2012.

One of the topics pundits have ban-died about during the past few years of economic uncertainty is that of contractors and producers expand-ing their areas of expertise to bring in more work. HCSS asked about that. responders were fairly split on the concept. it turns out that 53 per-cent of respondents did bid on work

outside of their “normal” geography or specialty area in 2012, which left 47 percent who did not.

looking forward, only 3 percent of respondents had a gloomy dispo-sition, thinking they’d have a diffi-cult time staying in business through 2013. HCSS had 23 percent of its re-spondents indicating they’d have a fairly good year; 46 percent indicat-ing they’d have an “ok” year with a small profit; and 14 percent indicat-ing they’d break even in 2013. in fact, 33 percent of respondents expect to expand their work force in 2013. Of course, that leaves 56 percent say-ing they don’t expect to expand their work force and 11 percent indicating they don’t know if they will or not, but having a third of respondents expect-ing to hire more employees is a posi-tive sign.

Hiring employees isn’t the only sign of company health. One of the questions dealt with compensation. it appears that 45 percent of compa-nies have given raises to estimators in the past two years; 50 percent of companies have not given raises to their estimators and another 5 per-cent of responders claimed not to know whether the company handed out raises or not. even with the few confused responders, 57 percent of respondents indicated that field wag-es have increased over the past two years, while only 2 percent of respon-dents indicated that field wages have decreased.

“as far as our customers go, HCSS has not seen a significant drop in cus-tomers on annual software mainte-nance,” HCSS president mike rydin said. “although the survey was only of HCSS customers, it’s reassuring to see that only a few of those respond-ing to the survey expect to have a hard time staying in business given the current economy.”

For more information, visit www.hcss.com.

by sandy lender

aBOVe: Two Wirtgen milling machines work in echelon on a mill-and-fill project on i-10 west of Houston in the summer of 2011. Pho-to courtesy of Wirtgen Americas, Nashville.

38 June/July 2013

Crush ConCrEtEOakes’ impact crusher brings big concrete slabs down to size

by tom Kuennen

44 June/July 2013

late last season a mobirex mr 130 ZS eVO impact crusher from

Kleemann helped a Wisconsin con-tractor bring concrete highway de-molition slabs down to size ahead of reuse as fill on the same reconstruc-tion project.

On the outskirts of racine, Wis., the mobirex crusher reduced 24- to 30-inch slabs—some up to 10 inch-es in depth—of portland cement concrete (pCC) highway to a select crush size of 6- to 8-inch minus and

1.25-inch dense-graded base course recycled concrete aggregate (rCa). The highway surface was broken by mobile drop hammer and dug out by a backhoe. The rCa was used as road base on the same state high-way, Wis. 32 (Douglas ave.).

“We’re using a breaker and a back-hoe on the highway to remove the pieces from the right-of-way,” Dan Oakes said. He’s the president of a.W. Oakes & Son, racine, Wis. “The pieces are taken to our adjacent

yard, crushed up and hauled right back to be placed.”

The drop hammer was employed for precision demolition around an abundance of manholes, water shut-off boxes and other appurtenances in the existing pavement. These bro-ken slabs were removed by mass ex-cavation bucket on a Komatsu pC 200 and loaded on truck for delivery to Oakes’ north racine yard.

The select crush material was placed from 1 to 3 feet deep in the

OppOSiTe paGe: ‘Birds nest’ of embedded reinforcing steel (foreground) is removed from the stream by a powerful magnet and awaits recycling. BelOW: recycled concrete aggregate (rCa) from failed pavement slabs is used as road base on same project.


right-of-way, depending on under-cuts, and the dense-graded base would go 8 inches deep on top of that layer, prior to placement of driv-ing course. “We test the material for gradation to make sure it meets DOT specification, and we test it for sound and wearness using the l.a. abrasion test,” project manager for Oakes Crushing Division Kevin Ho-kanson said.

aBOVe TOp: Kleemann mr 130 ZS eVO re-duces concrete slabs to reusable sizes. The mobirex reduced 24- to 30-inch slabs—some up to 10 inches in depth—of pCC to a se-lect crush size of 6- to 8-inch minus and 1.25-inch dense-graded base course rCa. riGHT: at the north racine yard, failed concrete slabs were crushed—recycled—for use in the road’s base.

46 June/July 2013

“We are fortunate that we have very experienced people,” Oakes said. “They make sure we don’t put any objects or deleterious mate-rial into the crusher that could jam or back it up. Sizing and mixing of materials are the key to keeping the production up to an average of 300 tph with the Kleemann crusher.”

Oakes acquired the mobirex mr 130 ZS eVO, its first, earlier in 2012. “Out of the units we’ve demo’ed and tested over the last couple of years, Kleemann is superior over-all,” Oakes said.

“Kleemann’s feeding hopper and vibratory pan ahead of the main con-veyor—and the way the pan process-es the material and pulls steel out—is superior to everything we’ve tried,” Hokanson said. “The prescreen is a key feature, as it takes fine material out before it goes in the crusher, re-ducing wear. The pan feeder is steel, and increases our production by keeping embedded steel from tear-ing up the belt.”

aBOVe: a drop hammer gave the Oakes crew precision demolition around an abundance of manholes, water shut-off boxes and other appurtenances in the failed concrete pavement. a Komatsu pC 200 equipped with a mass excavation bucket removed broken slabs and loaded them into trucks for delivery to the mobirex at Oakes’ north racine yard. There, a backhoe fed the mobirex’ hopper.

48 april/may 2012

50 June/July 2013

Tilcon Combines Three Plants in One

at the end of 2012, management at Tilcon New Jersey, a di-vision of Tilcon New York owned by Oldcastle® materials,

inc., made a substantial change to operations. They combined three facilities into one—in a manner of speaking.

The three Tilcon New Jersey plants located at Totowa (near paterson), Bernardsville (near Basking ridge) and North Ber-gen (near Secaucus across the river from manhattan) had served the company well, but were due for some upgrades. To answer the company’s need for higher capacity and equipment modernization, management worked with the team at Gencor, Orlando, Fla., to build one large facility at mt. Hope, N.J.

by AsphAltpro staFF


aBOVe: in the foreground, notice the three rap bins include grizzlies to help keep oversize ma-terial from entering mixes. aBOVe riGHT: The nine silos Tilcon has erected at the mt. Hope fa-cility represent 2,700 tons of storage capacity. They also represent the expectation of more ton-nage Tilcon New Jersey management anticipates providing for the area.

The new facility boasts nine 300-ton storage silos. Ten cold feed bins and three recycled asphalt pavement (rap) bins feed the plant. The system is designed to handle mixes with up to 50 percent recycle and is rated at 650 tons per hour. Notice that the bins are labeled clearly for the loader operator to ensure the right material gets into the right bin for good qual-ity control. The plant operator also has a handle on QC with the Gencor Ultralogiks automation. Tilcon uses libra’s ticketing system.

The Genco Ultra ii 200 burner heats material in the 11-foot, 6-inch diameter drum, which is configured with Gencor are flights.

TOp leFT: The new filler silo aBOVe: Tilcon New Jersey has 10 cold feed bins for different sizes of material. each is labeled clear-ly to make the loader operator’s job easier. This is a simple way to keep a handle on quality control for any producer.

52 June/July 2013

Signal Truck Driversby John ball

that's a good idea

even new truck drivers who’ve been subcontracted to work your

asphalt job for one shift can operate in a safe manner if you give them sig-nals they already understand. This apaC crew put a common practice into play on their pavers with stop-lights and recognizable colors.

You can purchase stoplights and then change out the bulbs inside or the lens covers to customize them to your operation.

in the picture here, the apaC pav-er operator uses the red lens at the top of the signal to tell truck driv-ers when to stop backing. This lets the paver operator slowly nudge the paver forward to meet the truck, minimizing the “bump” that can cause material segregation.

The next lens is an “up” arrow in a yellow lens that tells the driver when it’s time to lift the body up, charging the hopper. That yellow also means caution, so the driver knows to let

off the brake, allowing the paver to push—or drive—the operation for-ward slowly.

The next lens is the “down” arrow in a yellow lens that tells the driver when it’s time to lower the body. again, the yellow color reminds him to be cautious.

The bottom lens is clear. When the paver operator shines that one, the driver knows it’s safe to pull the truck away from the paver.

The paver operator flips the switch to make the signal light change, telling the truck driver without words when it’s time to stop, when it’s time to lift the truck bed, when it’s time to lower the truck bed and when it’s time to pull away.

56 June/July 2013


equipment gallery

Caterpillar Heats Your Endgates by AsphAltpro staFF

When quality control (QC) and bonuses are on the line, veteran paving crew members look to every detail in

the field to get the asphalt mat just right. One of the most important features of a good mat is the longitudinal joint. To get that joint right, a hot ski on the end gate makes a big difference. The heat keeps the metal from grabbing mix and ripping little chunks or big gaps in the material. To address the end gate’s temperature, contractors can purchase heat-ing packages or build their own heating system. The team at Caterpillar®, peoria, ill., has an answer, too. The aS4252C screed, developed by Caterpillar, offers heated end gates as an option.

The end gates on the aS4252C can be electrically heated for improved flow, especially in cooler temperatures. Heat-ing end gates keeps mix at a more consistent temperature, enabling longitudinal joint matching and compaction, ac-cording to Cat representatives.

The aS4252C is a high performance screed with tamper bars and vibratory screed plates, which assist in compacting thicker mats. it combines operator-friendly controls, quick adjustments and reliable screed plate heating in order to de-liver smooth, quality mats. The variable frequency tamper bars and vibratory screed plates provide initial compaction while electrically heated tamper bars and screed plates op-timize flow under the screed. rigid, double-width extend-ers ensure performance at wide paving widths and can be equipped with foldable end gates that reduce the overall width for easy transport.

The aS4252C screed paves up to 26 feet, 4 inches with ex-tensions for performance on interstates, highways, airports and other wide-width paving applications. a standard ex-tendable paving range of 8 feet, 4 inches to 16 feet, 4 inches makes this screed highly versatile for smaller job sites as well.

an intuitive lCD display keeps the operator informed of screed plate temperatures, tamper bar speed, vibrato-ry speed and screed counter-balance pressure. The elec-tric screed heat system is designed to get the plates and tamper bars up to the ideal operating temperature quick-ly for fast starts.

Caterpillar also announces the new Cat® product linkTm capabilities. The company has enhanced the ability of man-agers to monitor equipment remotely with its release of Vi-sionlinkTm 2.7. product link’s intuitive user interface pro-vides a mobile optimized web app, the ability to schedule automated delivery of Visionlink reports, and remote ac-cess to on-board payload system information.

The mobile app is available on iOS, BlackBerry, an-droid/Chrome and Windows operating systems. intro-ductory functionality enables viewing the location of as-sets on a map, tracking scheduled services, viewing fault codes and open alerts, and accessing idle, working and runtime through a smart phone.

New productivity functionality leverages existing onboard payload systems for wheel loaders and off-highway trucks equipped with such systems. managers can remotely moni-tor information such as total payload moved per day and to-tal payload per hour and per unit of fuel. This new integration adds to the current productivity capabilities of the Visionlink app, which include the ability to track load counts and cycle times based on switch and machine movement input, as well as advanced integration with on-board grade control sys-tems to enable detailed monitoring of earthmoving, grading and finishing projects.

in addition, Visionlink now provides visibility to the in-formation your business needs through daily, weekly and monthly reports scheduled in advanced and delivered via email to those who need to know.

For more information, contact your local Cat dealer or visit www.cat.com.

ADM OFFeRS ReCyCle SySTeMS

asphalt Drum mixers, inc., Huntertown, ind., offers four models of portable and stationary recycle systems to en-hance the cost-efficiency of asphalt plants. recycle systems allow plants to use milled material in hot mix asphalt (Hma). Because recycled asphalt pavement (rap) is less expensive

The aS4252C screed from Caterpillar® offers heated end gates as an option to assist with quality control for your longitudinal joint spec.

58 June/July 2013


equipment gallery

than virgin aggregate, the result is a less expensive finished product that maintains the high quality of a pure virgin aggregate mix.

aDm’s recycle bins feature a 15-ton capacity and are continuously welded at the seams. The bins con-tain angle irons and midsection stiffeners for rein-forcement, and their steeply sloped sidewalls are de-signed to prevent material bridging or plugging. a tapered discharge opening leads to the direct-drive belt feeder with a 5-horsepower motor, multi-ply belt, self-cleaning tail pulley and adjustable skirt boards.

To transfer rap from the bin, the recycle system includes a heavy-duty weigh conveyor that features a channel frame and wind shroud protection for ac-curate weighing. The conveyor is 2 feet wide and, de-pending on the model, between 45- and 65-feet long. it introduces rap to the dried aggregate mix after the heating process. Based on conditions and type of plant, the mix can contain up to 50 percent rap.

an optional lump breaker is available for aDm’s re-cycling systems to break down large pieces of rap into useable sizes. it features an adjustable steel breaker plate and replaceable tungsten-tipped teeth, and is powered by a 30-horsepower, high-efficiency motor with an open-mesh covered V-belt drive. Sin-gle- and double-deck scalping screens are also avail-able to ensure oversized material doesn’t enter the aggregate mix. Other options include air cannons, grizzlies, bin extensions, adjustable legs with sand shoes and a skid with bolt-on support legs.

For more information, contact ADM at (260) 637-5729 or [email protected]. Tell them you saw it in asphaltpro Magazine.

BOMAG inCReASeS ReCyCleR’S POWeRFeaturing a 482-horsepower turbocharged Deutz V6 engine, the mpH122-2 recycler/stabilizer from Bomag americas, Kewanee, ill., is designed to be an economical and environmentally friendly solution for various soil stabilization and in-place asphalt re-cycling tasks. The mpH122-2 offers three rotor op-tions: a 91.7-inch-wide stabilizer rotor with Kenna-metal paddle-type teeth and a 19.7-inch maximum cutting depth; a 99.6-inch-wide universal rotor with a 16.5-inch cutting depth; and a 99.6-inch-wide univer-sal rotor with bolt-on Kennametal tooth holders and a 16.5-inch cutting depth. Bolt-on tooth holders can be replaced at the work site without welding, thus re-ducing repair time.

The mpH122-2 has an integrated hydrostatic ro-tor drive to ensure optimal efficiency while keeping maintenance requirements to a minimum. The stan-dard center-mounted universal rotor is 91.7 inches wide, with 192 cutting teeth and a maximum cutting depth of 19.7 inches. The maximum working speed of the machine is 211 feet per minute.

60 June/July 2013

equipment gallery

rotor speeds ranging from 100 to 170 revolu-tions per minute can be selected under load, allow-ing the mpH122-2 to be adapted to match specific job requirements, wheth-er working as a soil stabi-lizer or performing various methods of asphalt recycling. Variable rotor speeds help to optimize the mixing process and allow binding agents and soil to be processed with maximum efficiency and minimal wear.

The mpH122-2 uses all-wheel drive for trouble-free operation on severe grades or in difficult traction condi-tions. a compact design and combination of articulated and rear-wheel steering further enhance maneuverability on restricted sites and in confined areas. a robust center joint provides a smaller turning radius than the previous model to ensure constant stability.

For added visibility and comfort, the mpH122-2 opera-tor’s station includes a laterally adjustable seat with 90-de-gree swivel, two steering wheels, a double travel lever and an ergonomic control layout. rOpS/FOpS with seat belt is included for operator safety. Other safety features on the mpH122-2 include automatic rotor switch-off, au-tomatic brake actuation and emergency stop switch to help protect workers in close proximity to the machine.

maintenance points on the mpH122-2 have been min-imized and conveniently positioned for easy access. an enclosed pressure-ventilated cab with filtered fresh air, heating and air conditioning is available as an option. Other optional equipment includes emulsion and foam bitumen metering systems.

Bomag also offers its new BW211-50 Series single-drum vibratory rollers, which are designed to compact granular and cohesive soils. The BW211-50 Series con-sists of the BW211D-50 smooth drum roller and the BW211pD-50 padfoot roller. each model is powered by a Tier 4i compliant, 120-horsepower Deutz diesel engine that features eCOmODe, a system that aids the operator in conserving fuel.


equipment gallery

Dual vibration frequencies and amplitudes ensure compaction perfor-mance is maximized on a variety of soil surfaces. Both rollers deliver frequen-cies of 1,800 and 1,980 vibrations per minute (vpm) across an 84-inch operat-ing width. The BW211D-50 generates 53,100 pounds of centrifugal force in high amplitude and 32,141 pounds in low amplitude, while the BW211pD-50 provides respective centrifugal forces of 61,825 pounds and 37,434 pounds.

maintenance on the BW211-50 Series is simplified by a polymer hood that opens vertically for quick access to the engine, hydraulics and all service points. Steering cylinder pins, travel bearings and a maintenance-free bolt-on articulation joint eliminate daily grease requirements, while the engine air intake is positioned high on the roller to increase filter life and reduce overall noise levels.

Controls on the BW211-50 Series are strategically placed for maximum operator comfort and jobsite safety. a vibration-isolated operator’s platform enhances productivity, while clear sight lines provide excellent all-around vis-ibility of the machine. additionally, each roller features an ergonomically po-sitioned integrated instrumentation cluster, including audible and/or visu-al indicators for oil pressure, engine coolant level, brake control, electrical charge control and hydraulic oil level.

a 12-degree oscillating angle and 35-degree steering angle provide opti-mum maneuverability on the jobsite, and operation is simple with a single le-ver control for travel and vibration modes. Heavy-duty 12-ply tires and a rear axle with no-spin differential contribute to excellent traction, even in difficult conditions. maximum gradeability is 47 percent with and without vibration.

Options include compaction measurement and control systems, front and rear working lights, padfoot or smooth drum segment kits, front frame or dia-mond tread rear tire ballasts, rOpS cab with heating, air conditioning, swivel comfort seat, CD radio with auxiliary input, rotary beacon and special paint. Speedometer, voltmeter, frequency and tachometer gauges are also available.

For more information, contact BOMAG Americas at (309) 853-3571 or [email protected]. Visit the website at www.bomag.com/us. Tell them you saw it in asphaltpro Magazine.

GAuGe yOuR COMPACTiOnat the end of april, instroTek inc., ra-leigh, N.C., released its latest genera-tion of nuclear moisture-density gauges for the construction industry. The mC3 eliteTm moisture-density gauge features a lightweight design, easy-to-read dis-play and backlit keypad, among other features.

The mC3 elite comes from the com-bined expertise of two leaders in the nuclear gauge industry, instroTek inc. and CpN-international. The exterior of the mC3 elite has been redesigned and field-tested for durability and efficien-cy. New features like a larger, four-line lCD display for faster navigation, back-lit keypad for use during day or night, a lightweight top shell, and a precision-machined base make the mC3 elite one of the most refined nuclear gauges on market, according to the manufacturers. The elite’s interior has also undergone a

62 June/July 2013

equipment gallery

transformation. instroTek engineers have included a more intuitive software platform. The storage capability allows for multiple projects to be saved to a USB flash drive for cable-free downloads. New nickel-metal hydride re-chargeable batteries extend battery life five times longer and the addition-al 9V battery backup keeps the elite on the job, instead of on the charger. electronics have been sealed for better protection against the construction industry’s rugged environment.

The mC3 elite is currently available directly from instroTek. The unit comes ready for testing with all accessories and a shipping/field case for safe transportation and storage.

For more information, contact InstroTek at (919) 875-8371 or [email protected].

WeiGH iT TO STORe iTWhen you need to maintain and track inventory levels, intercomp Compa-ny has on-board weighing systems to help. Frac sand operations, oil fields, silo storage facilities, construction sites, mining operations and truck driv-ers require cost-effective, efficient solutions to manage inventory. load cells can be installed on vehicles, trailers or silos to assist in load monitor-ing, inventory management and help to avoid overloads. Systems can be mounted in a variety of configurations to accommodate specs.

intercomp uses rFXTm wireless weighing technology. The rFX Wireless Handheld Transmitter serves as a controller as well as a scale indicator, eliminates unnecessary additional equipment, and lets the operator handle equipment functions by hand. The aT455Tm indicator stores date and time, type of product and destination of the load; shows individual and aggre-gate information for each record; includes an alphanumeric keypad for de-tailed entry and calculates yield per acre. The inventory management Web interface tracks, analyzes and prints bin data reports; can be viewed on any internet browser; sets alarms remotely; and has a dashboard that can be customized to meet individual requirements.

For more information, contact Intercomp at (763) 476-2531 or [email protected]. Tell them you saw it in asphaltpro Magazine.


here's how it works

Connect the AFDL 1 Data Logger to the side of the gyratory’s control panel.

Step 1

Run tests to generate data.

Step 2

Data downloads onto the thumb drive.

Use the thumb drive for easy transfer of data.

Step 3

Pine Instrument’s AFDL1 Data Loggeras computer hardware and our

personal computing devices have advanced, the use of floppy drives and CDs has gone by the wayside. Getting information from one machine in your testing lab to the quality control inspectors at the state lab might not be as simple as sending data to “the cloud.” pine in-strument Company, Grove City, pa., made a device to simplify your life. The company displayed a number of products at WOa/aGG1, includ-ing its new aFDl1 Data logger. ed Kaltenbaugh is a senior software en-gineer for pine and he designed the new data logger that allows you to upgrade your current gyratory com-pactor to log data onto a flash drive.

Here’s how it works.First, mount the data logger onto

the side of any pine gyratory com-pactor (and some competitors’ models as well) via the serial port. The data logger is the retrofit that allows you to collect the data you’re about to generate. Second, insert a USB storage device/memory Stick-Tm in the flash drive located on the front of the data logger. Third, run tests as usual, generating your data.

The data logger receives serial data during or after compaction of specimens. it saves the data to the standard USB flash drive, which is in-cluded with the unit. it places a time-stamp and date on the files with an onboard, real-time clock.

The user then sends the saved files to a printer or imports them into excel workbooks. The information is stored on the USB storage device/memory Stick for easy transport/transfer.

For more information, contact Ed at [email protected] or (724) 458-6393. Let them know you saw it in as-phaltpro Magazine.

show us how it worKsif you’re an equipment manufacturer with a complex product, let us help you ex-plain 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 equip-ment fits the parameters of a HHiW fea-tures. Contact our editor at [email protected].

64 June/July 2013

almix……………… .................. .39Tel: [email protected]

asphalt drum mixers…….....................24-25, 62 Contact: Steve Shawd or Jeff DunneTel: [email protected]

argo industries… .................... .31Contact paul VandermolenTel: 1-800-244-2746 or 262-781-3995Cell: [email protected]

astec, inc ...........…..37, 42-43, 61Contact: Tom BaughTel: [email protected]

b & s light industries.. ............. 47Contact: mike YoungTel: [email protected]

bomag industries ............. .54-55

Tel: 800-782-6624 of 309-853-3571

www.bomag.com

Cat paving ............................. ..17

www.cat.com/paving

Cei ............................................. 4

Tel: 800-545-4034

[email protected]

www.ceienterprises.com

C.m. Consulting ....................... 65

Contact: Cliff mansfield

Tel: 541-354-6188

[email protected]

www.hotplantconsulting.com

dillman equipment .................. 59

Tel: 608-326-4820

www.dillmanequipment.com

e.d. etnyre ............................... 63

Contact: [email protected]

Tel: 800-995-2116

www.etnyre.com

ergon inc .................................. 11

Savemyroad.com

eZ street .................................. 57Tel: [email protected]

Fast-measure ............................ 60Tel: 888-876-6050www.Fast-measure.com

gencor industries ..................... 13Contact: Dennis [email protected]

heatec, inc. .................. inside Front CoverContact: Sharlene BurneyTel: [email protected]

humboldt…............................. .57Contact: robin BaileyTel: [email protected]

Kpi-JCi and astec mobile screen .......................... 49Contact: lisa CarsonTel: [email protected]

maxam equipment .............. insertContact: lonnie GreeneTel: [email protected]

meadwestvaco ......................... 29Tel: 800-458-4034www.evotherm.comwww.mvw.com

reliable asphalt products .....................back CoverContact: Charles GroteTel: [email protected]

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

rotochopper, inc .................... inside back CoverTel: [email protected]

rushing enterprises ................ .12Contact: Darrell martinTel: 800-654-8030Dmartin@rushingenterprises.comwww.rushingenterprises.com

stansteel asphaltplant products .............. 40Contact: Dave payneTel: [email protected]

stansteel ................................... 13Contact: Dawn KochertTel: [email protected]

tarmac international, inc .......... 21Contact: ron HeapTel [email protected] top Quality paving… ............…65Contact: John BallTel [email protected]

willow designs ......................... 60Contact: Jerod WillowTel: [email protected]

wirtgen america ..................... .53Tel: [email protected]

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

resource directory


Liquid Asphalt Cement Prices—average per ton

Company, State Jan.’13 Feb.’13 Mar.’13 Apr.’13

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

NuStar Energy, Ga. 550.00 545.00 550.00 550.00

NuStar Energy, N.C. 550.00 545.00 550.00 550.00

NuStar Energy, Va. 545.00 545.00 555.00 555.00

Assoc’d Asphalt Inman, N.C. 550.00 547.50 560.00 560.00

Assoc’d Asphalt Inman, S.C. 565.00 565.00 565.00 565.00

Assoc’d Asphalt Inman, Va. 560.00 540.00 550.00 540.00

Marathon Petroleum, Tenn. 550.00 550.00 550.00 550.00

Marathon Petroleum, N.C. 545.00 545.00 545.00 520.00

Valero Petroleum, N.C. 545.00 545.00 560.00 560.00

California Average 598.40 613.50 577.10 607.90

delaware Average 550.00 538.33 535.00 546.67

Kentucky Average 558.13 546.25 546.25 546.25

Massachusetts Average 620.00 620.00 620.00 620.00

Missouri Average 528.75 528.75 528.75 528.75

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

Sources: Energy Information Administration

Crude Oil Activity (u.S. Crude)

futures spot data stocks

Feb 1 $97.77 371.7 m bbl

Feb 8 $95.72 372.2 m bbl

Feb 22 $93.13 377.5 m bbl

Mar 1 $90.68 381.4 m bbl

Mar 8 $91.95 384.0 m bbl

Mar 15 $93.45 382.7 m bbl

Mar 22 $93.71 385.9 m bbl

Mar 29 $97.23 388.6 m bbl

diesel Fuel retail Price (dollars per gallon)

Feb 4 4.022

Feb 11 4.104

Feb 25 4.159

Mar 4 4.130

Mar 11 4.088

Mar 18 4.047

Mar 25 4.006

Apr 1 3.993

the last cut

Oil Prices Spring AroundFrom energy inFormation administration

anyone who has been following crude prices closely saw a high spot price so far this year for Brent crude

oil of $119 per barrel in the middle of February. The spot price has been cascading downward. as of press time late april, the spot price for Brent crude oil was $100/bbl. Fol-lowing all the same resources shows louisiana light Sweet (llS) crude prices experienced a slight decline in the spring as well.

according to the energy information administration’s april 24 release of This Week in Petroleum, the typical un-rest can be “blamed” for the reprieve. Specifically, the re-port listed “Concerns over global macroeconomic growth, a seasonal decline in european and asian refinery runs, and an increase in North Sea production have been cited as fundamentals driving…prices lower.”

Here’s where it gets interesting. eia reports that the price of llS declined less than the price of Brent declined because “U.S. refiners on the Gulf Coast completed refin-ery maintenance and increased crude runs and…supplies of llS were disrupted by pipeline problems. as a result, the differential between llS and Brent topped $7/bbl, its widest level in recent years. more recently, as llS supply disruptions eased, the llS-Brent differential is returning to its recent parity.”

in other words, the price difference between Brent and llS is leveling back out. refineries have increased their crude runs since march and it looks as if an operating prob-lem with the eugene island pipeline system, which is locat-ed offshore louisiana, has been resolved. eia had forward-looking statements:

“looking further ahead, llS may begin to sell at a per-sistent structural discount against Brent, as well as other comparable global seaborne crudes. The timing of this shift is dependent on the speed of the continuing ramp-up in domestic crude production and reduction of waterborne imports to the U.S. Gulf Coast. if Gulf Coast refiners reach the point where the availability of domestic light sweet crudes meets, or exceeds, their feedstock requirements, and light sweet grades are no longer imported by Gulf Coast refiners, the relative price for llS and similar domes-tic crudes on the Gulf may be discounted relative to their global seaborne counterparts on a sustained basis.”

In other words, the price difference between Brent and

LLS is leveling back out.

66 June/July 2013

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APro-June/July 2013 issue