HOT-MIX - mixequipmentmag.com · HOT-MIX MAGAZINE 6 VOLUME 5, NUMBER 2 Byron Lord directs FHWA’s...

HOT-MIX MAGAZINE 6 VOLUME 5, NUMBER 2

Byron Lord directs FHWA’s pavementtechnology programs. He is a graduatecivil engineer with a Bachelor’s degreefrom the Citadel and a Master’s degreefrom West Virginia University. He is amember of the advisory boards of thePennsylvania Transportation Instituteand the National Highway and Trans-portation Management Institute. Heserves on the board of directors of theNational Center for Asphalt Technology(NCAT). He is on the National QualityInitiative (NQI) steering committee anda member of the NQI Awards Task Force.He is a recipient of the Federal HighwayAdministrator’s Meritorious ServiceAward, the American Road and Trans-portation Builders Association’s Paul F.Phalen Award for outstanding contribu-tions to the industry, and the NationalAsphalt Pavement Association’s RonaldD. Kenyon Research and Education Awardfor outstanding contributions to hot-mixasphalt technology. We began the inter-view by asking his view about the future:

think that is going to change.

HOT-MIX: We’ve come a long waywith our highway system in the last50 or 60 years…

BYRON LORD: We should all bethanking Dwight David Eisenhowerand those other men of vision whorealized how critical roads were tothe economy and the defense of thenation. They got us started. We tack-led one of the greatest civil-worksprojects ever undertaken: the buildingof the nation’s Interstate HighwaySystem. Today, no matter where youare, you can get on a road in just amatter of minutes and you can drivejust about anywhere you want to go

HOT-MIX: The industry is aware ofthese concerns, of course.

BYRON LORD: Sure. But now we needto figure out how we’re going toaddress those concerns.

HOT-MIX: So the future looks good?

BYRON LORD: As far as the work isconcerned, I think the future is awe-some! I think there is going to be agrowing demand for quality asphaltpavements. I think the support ofCongress is evident in the TEA-21legislation, along with their commit-ment to get the realigned budgetauthority directly back to the states.There is a strong marketplace as wego into the 21st Century. And I don’t

in the United States. Our highwaysystem is an integral part of oureconomy and our way of life.

HOT-MIX: Certainly the taxpayerknows all of this. After all, he’s theone paying the bills.

BYRON LORD: Yes. And we in theindustry should never lose sight ofthe fact that our ultimate customeris the taxpayer, the person who usesthe roads we build. So when thecustomer makes demands, we shouldlisten to those demands.

HOT-MIX: And those demands arewhat, specifically?

BYRON LORD: Shorter delays. Betterpavement condition. Longer life.Increased durability. Smoother pave-ments. Ride quality. All of the thingsI mentioned a while ago. But there isanother issue that we face in thefuture—and that is our ability as anindustry to meet those demands.From my point of view, this raisessome major technical issues.

HOT-MIX: Such as…?

BYRON LORD: We need to continueto pursue the search for answers onwhat types of materials to use, onwhat those materials can do, and onwhat conditions affect material per-formance. We need to identify howdesign affects the performance. Weneed to define and identify both theproduction and the constructionvariability issues and how they affectperformance. In other words: Whatdo we need to measure? Where andwhen do we need to measure it?And how do we need to control it?

HOT-MIX: So measurement andcontrol are the big things…

BYRON LORD: Ultimately, we needto bring all of that together undersome kind of a performance modeland prediction technology. And ifthat includes specialized testingequipment or direct measurement,we need to be able to do it—and weneed to be able to do it as much aspossible non-destructively.

HOT-MIX: “Non-destructively”?

BYRON LORD: That means to test itor measure it in a way that lets usavoid drilling holes in the pavement.We just need to be able to look atthe finished product and say “That’sgood” or “That’s bad.”

HOT-MIX: It sounds like we’re goingto need to develop some new toolsor new technology.

BYRON LORD: We obviously don’thave all the answers to the questions,

Byron LordDeputy Director, Office of Pavement Technology

Federal Highway Administration (FHWA)

HOT-MIX: What do you think thefuture holds for the hot-mix asphalt(HMA) industry?

BYRON LORD: Well, whatever we sayabout the future should be prefacedby one statement of fact: There isgoing to be a big challenge facingthe industry in future years.

HOT-MIX: What kind of challenge?

BYRON LORD: In my opinion, thereare three factors that will be drivingthe entire industry—and those areperformance, reliability, and service.Now, you might say, “Gee! What’snew about that?” Well, what’s new isthat the public’s level of expectationis going to be much higher than ithas ever been before.

HOT-MIX: The taxpayer is going towant better performance, better reli-ability, better service…

BYRON LORD: Right. Through theNational Quality Initiatives Survey,taxpayers have already expressedtheir concerns about the amount ofdisruption and delay they face ontheir highways during constructionand repair. They identify pavementcondition as one of their most sig-nificant priorities. They’re looking forpavements that are going to givelonger life and increased durability.

HOT-MIX: What else?

BYRON LORD: They’ve told us theywant smoother pavements. They’reinterested in ride quality. And theynever stop telling us that they wantsafer pavements. Quieter, too.

HMAPAVEMENT

OF THEFUTURE

An Exclusive Hot-Mix Magazine Interview

“If we’re going to move forward with technology,then we’ve got to have the technology to move

forward with. That’s why it’s so importantthat our industry should continue to invest

in research and development.”


yet. I think one of the key messagesfor the future is this: If we’re goingto move forward with technology,then we’ve got to have the technologyto move forward with.

HOT-MIX: Agreed.

BYRON LORD: That’s why it’s soimportant that our industry shouldcontinue to invest in research anddevelopment. That’s why we mustcontinue to work on getting all theanswers to all of our questions.

HOT-MIX: Is the future of our high-way system asphalt or concrete?

BYRON LORD: The future is going tobe about better roads. Yes, we’regoing to build them with concrete.And Yes, we’re going to build themwith asphalt. We’re going to get thebest out of the materials that wepossibly can. We’re going to work tooptimize the application of thosematerials. But there is certainly goingto be a significant importance placedon asphalt pavements in the future.There’s no doubt about it. After all,of the existing paved surfaces in theUnited States, more than 90 percentare built with asphalt. But the keyfactor in all of this is traffic.

HOT-MIX: Don’t the projected figuresindicate that over-the-road freighttraffic is going to increase by about20 percent over the next five years?

BYRON LORD: Yes, there will be asubstantial increase in truck traffic.That’s why the performance of ourroadway surfaces is so important.Years ago, the design life of anasphalt highway was 20 years. Thatwas the design life. And frequently itincluded a rehabilitation phasesomewhere in those 20 years. Butthat design life was predicated on ananticipated traffic volume. Unfortu-nately, after the roads were built,

traffic increased by an unforeseenamount—and the anticipated trafficvolume occurred in only eight totwelve years, instead of 20 years.We missed it. We did not—we couldnot—anticipate the phenomenalgrowth in traffic volume that we’vehad over the last two decades.

HOT-MIX: So how should we bepreparing ourselves for the future?

BYRON LORD: One of the key thingswe need to pay close attention to istemperature. In recent years, we’velearned a great deal about tempera-ture and the effect it has on pavementcompaction—and ultimately onpavement performance.

HOT-MIX: What else?

BYRON LORD: We need to make surewe use the right pavement for theright application. This is a veryimportant issue for the future. Also,while we’re building these roads, weneed to have equipment that is goingto provide products that are consis-tent and uniform, products that meetthe design. That means we are goingto have to have the ability to conductreal-time measurements of importantparameters. These are some of thechallenges we are facing.

HOT-MIX: And what are some of theother challenges that the hot-mixasphalt industry faces today?

BYRON LORD: We’re going to haveto figure out how to make our asphaltpavements last longer. And that topicleads us into a discussion of pave-ment preservation which representsa significant opportunity for theindustry.

HOT-MIX: Just what exactly is this“pavement preservation” idea?

BYRON LORD: Do you own a home?Is it built of wood? Do you paint it?Regularly? Have you ever thoughthow much it would cost if you didn’tpaint the wood and take care of it ona regular basis? Well, why should wetreat our roads any differently? Whyshould we let our roads go to thepoint where we have to performmajor repairs, when a little bit of“pavement preservation” would havesaved us all that trouble and expense?Let’s do the right thing at the righttime. Let’s take care of our roadswhen they’re in good condition sothey’ll stay in good condition.

HOT-MIX: Isn’t that sort of thingsimply preventive maintenance?

BYRON LORD: It’s more than that.It’s protecting your investment. It’s

deciding that the pavement is worthtaking care of with treatments thatdo not necessarily add any structuralvalue, but preserve the pavement.

HOT-MIX: Like what?

BYRON LORD: Like a thin overlay. Ora seal coat. Or chip-seal. A numberof things, depending on the pavementand its current condition. I think thisis a great market opportunity for theprivate sector.

HOT-MIX: Any other opportunities?

BYRON LORD: Yes, there is anotheridea that is gaining some popularity.It’s what I’ll call “perpetual pavement.”This is where you build a pavementthat’s designed to last virtually forever.And when I say “forever,” I’m talking100 years or more. With this design,you don’t have to replace the wholepavement after its service life expires.You take care of the top part bymilling it out and replacing it. Andthe rest of it continues to provideservice. Obviously, this is more thanjust filling cracks.

HOT-MIX: When will this happen?

BYRON LORD: Within the next tenyears or so. Some of these changesare already with us. They are devel-oping now—here in the UnitedStates and even around the world.

HOT-MIX: What about the future ofpersonnel in the HMA industry?

BYRON LORD: That is another keyissue for our industry. We’re lookingat a knowledge decline in the tech-nology of hot-mix asphalt. Whilethere is a great deal of work goingon to develop new knowledge, thenumber of people who have the nec-essary training and experience isshrinking.

HOT-MIX: What do you mean?

BYRON LORD: There is a brain-drainin our industry. Sure, we have a lotof knowledge and expertise in placewith individuals in the industry—butmany of those individuals are nearingretirement. As an industry, we rampedup 40 years ago to build the Inter-state Highway System—but a lot ofthose experts have reached the endsof their professional careers. The sit-uation is serious. The demand for in-depth knowledge and expertise isgrowing, but the supply has notincreased to meet the demand.

HOT-MIX: What’s the answer?

BYRON LORD: Well, at the sametime this brain-drain is occurring,there is a trend in the private sectorto become responsible for theirproduct. And that is going to requirethem to have a greater knowledge ofthe product and a greater level ofexpertise. That’s why you see amovement on the part of suppliersand contractors to build researchand laboratory facilities. That’s whythey’re hiring engineers with PhDsand Masters’ degrees. But at thesame time, enrollment in civil engi-neering is down a significant amount.This is no reflection on the universi-ties, of course. But we need toaddress this problem—because inorder to develop the technology, weneed to have the people.

HOT-MIX: So what are we doing?

BYRON LORD: There are effortsunderway to address this problemthrough activities such as the NationalCenter for Asphalt Technology (NCAT)and the National Asphalt PavementAssociation (NAPA) Foundation forResearch and Education. In addition,FHWA recognized the problem sometime ago and developed a trainingprogram to teach the new technologyin the universities. We are partneringwith NAPA to take that program downto the undergraduate level.

HOT-MIX: Any final words?

BYRON LORD: I think we’re going tosee more and more of what I willcharacterize as “strategic alignment”among producers and contractors inthe HMA industry. As we put greaterdemands on product quality and reli-ability, I think there is going to beincreased vertical integration amongthe industry’s producers, either withstrategic agreements or throughmergers and acquisitions. We havealready seen a lot of it going on, butI don’t think it’s over yet. One thingis certain: The future is going to be avery interesting time! ▼▲▼

“As we putgreater demands onproduct quality andreliability, I think

there is going to beincreased vertical

integration among the industry’s producers,

either withstrategic agreements or

through mergers andacquisitions.”

“There is a brain-drainin our industry.

Sure, we have a lotof knowledge

and expertise in placewith individuals in

the industry—but many of those

individuals are nearingthe retirement point in

their careers.”


PAVING IN THE RAIN? In mostparts of the United States,that would be verging on the

unthinkable. But in the very moistnorthwestern states of Oregon andWashington, working in the rain ismore than thinkable; it has almostbecome necessity, a way of life.“It rains every day of the year here.Or, at least, it seems like it,” saidElton Mask, plant manager forPacific Rock Products in Vancou-ver, Washington. “The contractorsaround here have learned how topave in the rain—so as their mainmaterial supplier, we have to be ableto make the hot-mix in the rain.”Pacific Rock Products is thelargest material supplier for themajor metropolitan area thatincludes both Portland, Oregonand Vancouver, Washington.“We are mostly an aggregate

company,” said Mask. “The pro-duction from our five quarriesand pits is sufficiently largeenough that we are ranked as thelargest producers of aggregate in

the Portland/Vancouver metromarket. The fact that we haveconcrete plants and a couple ofasphalt plants, of course, helpsus sell more aggregate. It workspretty well for us that way.”

Mask said that the companyexcludes itself from any lay-downwork, preferring instead to serveas a supplier of hot-mix asphalt(HMA) to the paving contractorsin the area. That means thatPacific Rock Products’ ability toproduce HMA in wet conditions isvery important—because evenwhen it is wet outside, their cus-tomers continue to need hot-mix.

In order to address this challenge,Pacific Rock Products needed an

HMA plant that could handle thearea’s almost unrelenting mois-ture conditions. After long andserious consideration, theyselected Astec’s relocatable Turbo500 M-Pack plant with a 500 tph(455 metric tph) Double Barreldrum-mixer. This plant is adver-tised as being able to achieveimpressive production rates, evenwhen the moisture levels of theaggregate are relatively high.

“It’s rated at 400 tph (363 metrictph) at 7 percent moisture,” saidMask. While this rating was a bigfactor in the company’s decisionto buy the Astec plant, actuallyseeing the plant in action waseven more convincing for Mask.

“This plant is living up to whatthe people at Astec said it wouldbe,” said Mask. “With our firstplant—which was not from Astec—we had some trouble meetingthe production levels the manu-facturer guaranteed us. But therehas been no problem at all withour new Astec plant. In fact, weare exceeding their guaranteedproduction levels by 20 percent!”

The impressive pace at which theAstec Double Barrel drum-mixeris able to work promises to helpPacific Rock Products significantlyincrease their annual production.For the time being, however, Maskcan only speculate on what thenew Astec plant’s potential long-range abilities might be.

“I know what the capability of theplant is,” he said, “but the marketwill dictate how much we run it.Marketwise, we’re looking to get2,000 or 3,000 tons (1,800 or2,700 tonnes) per day from theplant. Of course, there will besome days when it will be better.”

WEATHERPROOFIn spite of high moisture levels,

this producer is exceeding Astec’sguaranteed production levels

by 20 percent

WEATHERPROOF


Pacific Rock Products and Astecworked together in planning theplant to ensure that it would be avaluable addition to the company’soperations.

First, the company laid out a sitefor the plant that would help itproduce a good product whilemaking work around the plantmore efficient. The plant site issituated in one of the company’spits, and the top of the plant iswell below ground level—whichalso puts the entire plant out ofthe neighbors’ sight-lines.

Also, with the wet climate in mind,the company chose to pave theentire area around their newplant—including under the aggre-gate stockpiles—and to equip thearea with an efficient drainagesystem. The purpose was to keepthe virgin aggregate drained ofexcess moisture.

For its part, Astec pitched in tohelp the company choose a plantwith specifications that would

meet their special needs.

The plant’s drum-mixer is servedby a relocatable four-compartmentcold-feed system that is equippedwith bin vibrators, bolt-on partitions(to reduce product mixing), andan automatic aggregate sampler.There is also a two-compartmentfeed system for reclaimed-asphaltpavement (RAP).

The 600-ton (544-tonne) AstecNew Generation storage systemconsists of three 200-ton (180-tonne) storage silos, each of whichhas full ceramic cone liners andhot-oil heat on the cone and thedrag conveyor.

The storage system also has ablue-smoke package for the topsof the three silos. This environ-mentally friendly feature, accord-ing to Mask, was one of the moreimportant features for PacificRock Products.“One of the things we’re upagainst here is a very strict inter-pretation of the Southwest Wash-

ington air-pollution control permit,”said Mask. “We had to submit aplant plan and data for approval.Astec was a big help in gettingthe information together.”Also, Pacific Rock Products chosetwo 30,000-gal. (113,560-L)Heatec vertical storage tanks—equipped with coil heating and 6-in. (15.2-cm) thick fiberglassinsulation—over more traditionalhorizontal tanks. “We did that because of the waySHRP (Strategic HighwayResearch Program) specs aregoing with polymer-based liquidACs (asphalt cements),” saidMask. “We think Heatec’s verticaltanks are better for agitation.”Finally, the plant’s Process Mate96A-1 control system is housed ina Command IA split-level controlcenter that provides excellentsight-lines for the entire plant.In addition to these features,Pacific Rock Products chose tocustomize the plant with a long-term relationship in mind.

“We spent a little extra money onthis plant,” said Mask. “For exam-ple: We ordered ceramic liners inall the chutes and silos so theyare completely lined and protectedfrom wear. A lot of people don’t dothat. They go the cheap way. Butwe took the long-term approach.”

Mask said that the time, care, andmoney invested in the company’snew Astec plant has been worth it.

“Astec plants are definitely notthe cheapest ones out there,” saidMask. “And, of course, they arenot for everybody. But I would tellanyone to take a look at an Astecplant and all of its features.

“An Astec plant is well worth theextra money.” ▼▲▼

The managers of Pacific Rock Products put a lot of thought into the layoutand site preparation for their new Astec HMA plant. One of the things theydid was pave the entire plant-site area, including under the aggregate stock-piles (photos, far left and above). They also installed a drainage system(photo, near left) to prevent water from standing in the area. “The contrac-tors around here have learned how to pave in the rain,” said Elton Mask,plant manager. “So as their main material supplier, we have to be able tomake the hot-mix in the rain.”

FOR INFORMATIONcontact Diane Hunt at

423-867-4210fax: 423-867-3570

e-mail: [email protected]


From time to time, even the expertsneed to get out in the field and see what happens

in the real world of hot-mix asphalt productiongoing into the drum-mixer and theburner roaring and the finishedproduct moving up the drag-slatto the storage silo.”The Rookie Tour for the engineer-ing department lasted four daysand included on-site inspectionsof seven different plants in threestates. A total of 23 people fromthe Astec engineering departmentparticipated in the Rookie Tour.Specific learning assignments aregiven to each tour member aheadof time, and an emphasis was puton coming up with ideas thatcould be taken back to the Astecfactory—ideas that would tend toimprove performance, safety, and/orcost-efficiency for the customer.In the evenings during the tourevent, the group met for severalhours to discuss the experiencesthey had during the day.

those big, complicated pieces ofsteel actually work out in the field.

“The Rookie Tour gives all of us anew and important perspective,”said Malcom Swanson, Astec’svice president of engineering. “It’sone thing for an engineer to see

plant components in a CAD/CAMdrawing or in plant photos takenfor a brochure.

“But we get an entirely differentand more realistic view of thingswhen we can actually see theplant working, with the aggregate

IT IS A VERY STRANGE SIGHT:A large group of office peoplein white hardhats, wandering

around the yard of a busy hot-mixplant, looking ever so much like abunch of curious tourists on theirsummer vacation. And while all ofthis is going on, the actual workersat the hot-mix plant are askingthemselves, “Just exactly what ishappening here?”

Answer: It is just a “Rookie Tour”for the newer employees of Astec’sengineering department.

Astec recently arranged to havesome of their engineering peopletake a guided tour of workinghot-mix plants. This was done sothe new employees—the so-called“rookies” on the “Rookie Tour”—would have a chance to get areality-based education about how



423-867-4210fax: 423-867-3570


The entire Astec sales departmentrecently took a similar tour, duringwhich they visited three plants.

One of the plants on the salesdepartment’s tour (the one wherethe photos on these pages wereshot) is a relocatable Astec Turbo400 Double Barrel plant that isowned by Hosea O. Weaver & Sonsin Mobile, Alabama.

Other plants that have been visitedby Astec personnel in the pastyear or so include those ownedby C.W. Matthews, Bartow Paving,Anderson Columbia, and APAC.

“We appreciate the cooperationand hospitality that has beenoffered to us by the managementof these companies,” said GailMize, executive vice president ofAstec. “Our people have learned agreat deal from these tours.”

The Weaver & Sons plant was ofparticular interest to the salesdepartment because of its sizeand its aggregate and cold-feedhandling capabilities. From a railunloading facility, the aggregate ismoved to stockpiles with portable

conveyors and stackers. Front-endloaders fill the seven-compartmentcold-feed bins as required. Thereis also a two-compartment feedsystem that allows the efficientuse of RAP (reclaimed asphaltpavement) in the company’s mixes.From the cold-feed bins, thematerial is moved to the 8 x 40-ft.(2.4 x 12.2-meter) Astec DoubleBarrel drum-mixer. The finishedhot-mix asphalt is deposited inone of six 300-ton (272-tonne)silos in the Astec New Generationstorage system.The Weaver & Sons plant is alsoequipped with a relocatable AstecCommand Control Center that hasa Process Mate 96 control systemwith automatic silo loadout. Liquidasphalt cement is stored in a25,000-gal. (94,633-liter) Heatecvertical asphalt tank. ▼▲▼

This aerial view of the aggregate storage yard at Hosea O. Weaver & Sonsgives the impression of great size—but also great economy in terms of spaceusage. From the rail-unloading system at the top of the photo to the cold-feedsystem at the center, everything is neatly organized and coordinated. The wallsthat separate the aggregate storage piles allow more material to be stored in amuch smaller space. Notice the RAP piles at the left and the RAP feed systemnear the bottom of the photo.


THE TIGHT SPECIFICATIONSon airport paving jobs arealmost legendary in the hot-

mix asphalt (HMA) industry. If aproject has anything to do with theFederal Aviation Administration(FAA), then you can expect yourcrew’s job performance to bethoroughly monitored and closelymeasured. And you can be surethat any end-product shortcomingswill be costly to your bottom line.“On airport jobs, you are put on astandard deviation,” explained PatHawbaker, paving superintendentfor Glenn O. Hawbaker, Inc., ofState College, Pennsylvania. “Youhave to have your cores within acouple of percent of one another.You can have them all above theminimum criteria. But if you havetoo much of a separation betweenyour cores—one at 94 percentand one at 98 percent, for example—then the standard deviation rulewill throw you out. You will endup getting a reduced payment fornot having consistent, uniformcompaction.”

Eaton Asphalt Paving Company (top photo) used the Roadtec Stealth Paverand the Roadtec Shuttle Buggy® material-transfer vehicle to help pave theCincinnati-Northern Kentucky International Airport. Glenn O. Hawbaker, Inc.used a similar set-up—but with two Stealth Pavers and two Shuttle BuggyMTVs—while working on the University Park Airport in Pennsylvania.

Hawbaker explained that the over-all job might pass, but you willget a reduced payment if the corespacing is too far apart. “You mightget 80- or 90-percent payment,”he said, “as opposed to a full,100-percent payment.”The secret to airport paving jobs,it would seem, is to eliminatesegregation in the aggregate andto maximize the uniformity of thepavement’s density. To achievethose two goals, many contractorsare turning to material-transfervehicles (MTVs). The moreaggressive of those contractorshave learned about the benefits ofthe Roadtec Shuttle Buggy® MTV. A few years ago, Eaton AsphaltPaving Company of Covington,Kentucky took a job as a subcon-tractor on the paving work beingdone to lengthen the north-southrunway at the Cincinnati-NorthernKentucky International Airport.Eaton Asphalt elected to do thejob with a Roadtec SP-100Stealth™ Paver and an SB-2500Shuttle Buggy MTV.

WILD BLUE YONDERWILD BLUE YONDER

When paving at airports,you’ll find the FAA specs are tough...and that’s why you’ll want to use

the Roadtec Shuttle Buggy® MTV

SMOOTH BLACKTOPSMOOTH BLACKTOP


The units shown in these photos were working on the following projects:(top) Glenn O. Hawbaker, Inc. at the University Park Airport; (middle) C.W.Matthews Construction Company at Hartsfield Atlanta International Airport;and (bottom) APAC/Mississippi Paving at Meridien (Mississippi) Airport.

According to Charles Bucklew, thecompany’s president, the finalprofilograph numbers on the HMAshoulders of the runway were veryimpressive. The asphalt pavementwas in the 1- to 3-inch (2.5- to7.6-cm) range, with an average of1.5 in. (3.8 cm). The concreterunway itself was not nearly assmooth as the asphalt shoulders,with readings in the 1.5- to 10.5-in. (3.8- to 26.7-cm) range—andan average of 5.2 in. (13.2 cm).

Pat Hawbaker of Glenn O. Haw-baker, Inc. can tell similar storiesof his company’s Stealth Paversand Shuttle Buggy MTVs. “We aresold on them,” said Hawbaker.“We wouldn’t own three of themif we weren’t! The Shuttle BuggyMTV helps us produce a veryhomogeneous mat with uniformtemperatures. In that sense, it is aquality-control tool. But we alsolook at it as a positive, production-enhancement tool.”

Hawbaker’s company used twoStealth Pavers and two ShuttleBuggy MTVs when repaving theUniversity Park Airport in Penn-sylvania. In less than 24 hours,his crews laid 10,300 tons (9,300tonnes) of FAA 401 Wearingasphalt on the 4,800 x 150-ft.(1,463 x 46-meter) runway. Thecompany ultimately received 100-percent pay on density, as well as100-percent pay on the mix.

“The specification on the airportjob had no wording with regardto a material-transfer vehicle,”Hawbaker recalled during a recentinterview. “But based on the FAArequirements for core samples,we decided that we needed every-thing we could get to make themix as uniform as possible, bothgradation-wise and temperature-wise. We were determined toachieve consistent compaction.”

Hawbaker said that once theybegan using the Shuttle BuggyMTV and Stealth Paver combina-tion, they never stopped usingthem together. “Achieving densitybecame easier, the smoothnessimproved, and the mat lookedperfect,” he recalled.Another company that has loggedsome impressive experience with

FAA airport jobs is C.W. MatthewsConstruction Company of Mariet-ta, Georgia. Last year, they werepart of the joint-venture team thatreconstructed Runway 9R-27L atthe Hartsfield Atlanta InternationalAirport in Atlanta, Georgia. (Forcomplete details of this project,see “Construction Traffic” in Hot-Mix Magazine, Volume 4, Number4, Page 12—Editor.)

According to Pace Jordan, seniorvice president with C.W. MatthewsConstruction Company, they hadtwo paving crews on the field atall times. They had three paversavailable: one Roadtec RP-230 andtwo RP-180s. He said they alsohad two Roadtec SB-250 ShuttleBuggy MTVs working at all timesto feed the pavers.

“The Shuttle Buggy MTV does agood job for us,” said Jordan.“And that’s not only on airportjobs, but on all of our jobs. It helpsus control segregation in theaggregate, as well as the mixtemperature. It is also an aid inachieving uniform density. In justa few words, we like to use it.”

Jordan said his company uses theShuttle Buggy MTV on all mixes,but particularly all coarse mixes:base and binder and the coarsersurface mixes with nominalaggregate size of 0.75 in. (1.9 cm)or larger.

“The Shuttle Buggy MTV also aidsin productivity,” said Jordan. “Ifyou use it, you’ll find that you cancycle more trucks. You’ll have amore continuous operation. Wefind that we can get 300 to 400tons (272 to 363 tonnes) per daymore production through the paverusing the Shuttle Buggy MTV. Andthe reason for that increase is thatwe are getting better utilization ofour trucks. Personally, I enjoywatching a truck dump its loadand cycle back for another load—all in less than a minute or so!

“We’ve been using the material-transfer vehicle technology sinceRoadtec first started offering it.Would I recommend that othercontractors use it? Yes, I would.The Shuttle Buggy MTV is a defi-nite advantage if you want to doquality work.” ▼▲▼

FOR MORE INFORMATIONcall your Roadtec Regional Sales Manager or Tammy Massengale:

800-272-7100fax: 423-265-7521


FOR INFORMATIONcontact Wade Collins at888-553-2341

fax: 770-388-0149e-mail: pavementtechnology.com


A growing industry interest in

PERFORMANCETESTING

Many contractors are convincedthe answer is to build their owncentral laboratories so they canconduct research on their materialsbefore they commit themselves tothe mix designs. One key piece ofequipment in these contractor lab-oratories is the Asphalt PavementAnalyzer (APA) that is made andmarketed by PTI.According to Collins, the APA offersmany distinct benefits, includingthe ability to predict the rutting,fatigue, and moisture characteris-tics of test mixes. Here are a fewof the ways contractors are usingthe APA equipment:❏ The APA allows a contractor toincorporate mixture economicsinto his lab so he can use themost economical local materialsto produce a rut-resistant mix;❏ It helps the contractor predictpremature failures of mixes thatare based solely on volumetrics,thereby helping him bid correctlyon warranty projects;

❏ It can help the contractor diag-nose certain field-constructionproblems such as workability,tenderness, and compactability.“One other big benefit,” Collinssaid, “is the way the APA canindirectly protect a contractor’sreputation by helping him designand construct the highest qualityroadways.”

Performance testing from astate DOT’s perspective:“Many of the state DOTs havegone through a lot of downsizingin their personnel ranks over thepast few years,” said Collins. “Atthe same time, many of themhave begun to implement the newSuperpave mix-design method,instead of the old Hveem andMarshall mix designs. But the newSuperpave method does not havea widely accepted performancetest to supplement its volumetricmix design.”Collins explained that the Super-pave mix-design method was

originally intended to include ashear tester as a supplement tothe Superpave’s volumetric mixdesign. But the shear tester hasproven to be too cumbersomeand too expensive for standard,every-day utilization.“Most DOTs are looking for asimple and practical test that willgive them an immediate indicationof how a Superpave mix designwill perform. Today, many DOTsare using the APA as a final test—sort of a ‘torture test’—for theirSuperpave mixes.”Collins went on to list some ofthe specific ways that a numberof state DOTs are using the APAin their new performance-testingprocedures:❏ Many DOTs are using the APAto build a database of differentmix designs, complete with testedfailure criteria that are acceptablefor their roadways;❏ The DOTs that have compiled adatabase of their mixes are alsoincluding the APA in their jobspecifications. Some states areallowing contractors to designmixes through the restricted zoneas long as the mix meets certainfailure criteria.“The bottom line,” said Collins, “isthat many DOTs have come torealize that performance testingwith the APA can help themimprove the quality and durabilityof their asphalt pavements.“There are a few states that quitefrankly had been ranked as havingsome of the worst-maintainedroads in the nation. But now, withthe performance-testing data theyhave been able to collect with theAPA, they are recognized as beingamong the leaders in building thebest roads in the nation.”Collins said that PTI is constantlyresponding to inquiries about theAPA’s ability to deliver dependableperformance testing. ▼▲▼

THERE ARE HUNDREDS of newhighway miles out there thatare better than anything ever

put down before. When you startlooking for reasons, one commonelement stands out: There is adesigned-in, built-in quality thatcan be traced back to a simplelaboratory procedure that iscalled “performance testing.”According to Wade Collins, vicepresident of sales with PavementTechnology, Inc. (PTI), this newprocedure has had an enormousimpact on contractors and statedepartment-of-transportation(DOT) officials, as well.“It is remarkable,” said Collinsduring a recent interview. “Mostindustry observers agree that—even though performance testingis a relatively new procedure—ithas already gone a long waytoward improving asphalt mixesin the United States.”Collins said that the agreed-upon,common purpose of state DOTsand contractors alike is to placethe highest quality pavement atthe most economical cost to thetaxpayer. Today, the true leadersand innovators of the industry arethose DOT officials and thosecontractors who put an emphasison high-quality pavement.

Performance testing from acontractor’s perspective:“The trend in the industry,” Collinssaid, “is for contractors to assumemore responsibility for the mixdesigns. As a result, there aremany contractors who are creatingtheir own mix designs. They alsoperform all quality control. Andthey will often warrant the designfor between three and seven years.”Collins explained that one of thebig deficiencies of Superpave wasthe lack of a performance test thatwould accompany the volumetricmix-design.“As a result, contractors are beingasked to assume greater respon-sibility, even though they will oftenexperience premature failures inthe field. Clearly, designing mixesstrictly by Superpave specifica-tions and state DOT specificationsdoes not always ensure good per-formance in the field.”

PTI’s Asphalt Pavement Analyzer


IN A CONTEMPORARY CULTUREof high-speed computers andmass-produced items, many

people place a major emphasis onquantity and speed. The more ofa product that you can make in theshortest amount of time, the better.Some industry experts, however,understand that quantity is noteverything. People like CharlieKonen, president of Konen RockProducts in Milton-Freewater,Oregon, will tell you that qualityfar outweighs quantity.“Some manufacturers promotehigh production rates as theirmachinery’s best feature,” saidKonen. “We have learned that theright product is the first require-ment for all applications. Even if itis delivered on schedule, 400 yards(306 cubic meters) of the wrongaggregate won’t help the producer,contractor, or owner.”Konen says that a vital link in thechain of quality production is theequipment the company uses. AtKonen Rock Products, the key

equipment used in their operationis made by Johnson CrushersInternational (JCI), the Eugene,Oregon-based manufacturer ofcrushing and screening equipment.

“Their people have been wellknown and respected in this partof the country for some 40 years,”said Konen. “We especially like theJCI reliability and the innovativefeatures in their new 1400-RA conecrushers. We’re able to producethe qualities and types of aggre-gate our customers need.”Konen grew up understanding theimportance of a company’s repu-tation for quality. He was raisedaround Konen Rock Products’

operation, which was then run byhis father. Later, he attended col-lege to study finance and businessmanagement.

After working for several yearsout of college with the oil giant,Chevron, he returned to the fami-ly business in Milton-Freewater, acommunity in the northeasternpart of Oregon. Here, he was ableto combine the managementskills he had acquired in schoolwith the real-world aggregate-production experience he hadgained from his father.The application of both areas ofknowledge to the management ofKonen Rock Products has helped

the company grow and maintain areputation for quality.“Our success has been throughaggressive investments in rock-crushing components of the high-est quality to minimize productioncosts,” he said.Minimizing production costs hasmeant purchasing equipment thataggressively attacks the basiccost-sources: replacement of wornparts, labor for maintenance,downtime, and limited production.The equipment from JCI thatKonen has purchased addressesthat strategy. The equipment alsopromises to continue to be bene-ficial to the operation, even as thecompany grows.“High quality, state-of-the-artequipment will always have a highresale value and that ensures thatoverall costs will be quite lowover the long term,” Konen said.Keeping down production costs isnot the only way that Konen RockProducts is utilizing the JCIequipment. Konen explained that

A combinationof informed decisions and

reliable JCI equipmentensures a quality yield for

Konen Rock Products

QUANTITYversus

QUALITY

QUANTITYversus

QUALITY


the specification of aggregates isbecoming more important in abroad range of both public andprivate construction products.Being able to offer a variety ofaggregates has been a key towinning contracts on big jobs.

On one project, for example,Konen Rock Products won the bidto supply the aggregate becausethey proposed a different size andshape of material to the consultingengineers. They explained thattheir recommendations would bemore appropriate to that particularproject because of an increase inlongevity, the efficiency of theproduct, and the lower cost of thebase course for this publiclyfinanced project. The engineersmodified the original specificationswhen they understood the benefitsthat the Konen proposal offeredfor the project.

Konen Rock Products won anotherbid for work at the airport atWalla Walla, Washington whenthey promised an ability to handleten different aggregate types forthe one project with their JCI-basedcrushing systems.

In Konen’s opinion, choosing thewrong equipment or failing to bidresponsibly would be the onlypotential causes of failure for aservice-based business like his.

“With JCI crushing and screeningequipment, we feel that we havedefinitely chosen the properequipment,” he said. “Our positiveresults support that opinion. Wehave put together a plant thateliminates any foreseeable problemareas that could limit productionor cause downtime.”

Konen said the various featureson the JCI equipment that KonenRock Products utilizes are bigmoney-savers—and they alsoensure a high-quality product.

“With roller cones, for example—depending on the abrasiveness ofthe material—variable costs arevirtually non-existent for the firstseveral years, in contrast withother types of crushers,” he said.The higher speed and moreaggressive stroke in the steepcrushing chamber design on the

Konen has studied all aspects of rock-crushing technology and has firmopinions about JCI equipment: “With roller cones, for example—dependingon the abrasiveness of the material—variable costs are virtually non-existentfor the first several years, in contrast with other types of crushers.”

Charlie Konen, president of Konen Rock Products, emphasizes productivity:“We have JCI’s high-production cones and screens and we feel we can pro-duce similar quantities with three crushers and two screens as others whouse four crushers and three screens from competitive manufacturers.”

Konen. For the second reductionstage, he explained that KonenRock Products chose a JCI 1400-LS. “That’s the industry leader inits class,” said Konen.

He said that at 850 rpm, the 300-hp (223.7-kW) Toshiba drive ofthe 1400-LS is able to handle 250to 270 tph (227 to 245 tonnes perhour) of 6-in. to 1.25-in. (15.24-cm to 3.18-cm) material. “Thatway, it produces the ideal size andconsistency of product to feedinto the 1400-RA in the tertiaryposition,” said Konen. The 400-hp(298.3-kW) engine of the 1400-RAthen breaks the 2-in. (5.08-cm)material into 0.625-in. (1.59-cm)material at a gross throughput rateof 275 tph (249 tonnes per hour).

“It generates ample quarter-inch(0.635-cm) to No. 40, withoutgenerating excessive No. 200,”said Konen. “The remote-adjustfeature of the 1400-RA designallows us to literally dial the crusherto the closed-side setting in orderto produce the requirements ofthe specification.”

The benefits which Konen RockProducts is able to take from theJCI equipment are the result of acombination of factors: JCI’s rep-utation for quality, Konen’s man-agement ability, and his philoso-phy of quality over quantity. Withthat blend of elements, Konenhopes his company will continueto grow in the future.

At the time of this interview, Konenlooked to the dark basalt at theirquarry for expansion potential.The rock has the density requiredfor applications having to do withhot-mix asphalt—an aspect ofaggregate production into whichKonen hopes to expand his com-pany. The conditions for roadwayconstruction in the area he servesare positive, and he has the rightequipment to produce the rockproducts that are needed, both inquality and quantity. ▼▲▼

FOR INFORMATIONcontact Randy Orre at

800-314-4656fax: 541-736-1424

e-mail: randyo @jcieug.com

1400-RA produces more specproduct in their improved parallelzone. In addition, the equipment’sroller-bearing design tends toallow more of the crusher’s powerto be transmitted into crushingefficiency.

“We have JCI’s high-productioncones and screens and we feelwe can produce similar quantitieswith three crushers and twoscreens as others who use fourcrushers and three screens fromcompetitive manufacturers,” said

In an era of high-speed computersand mass-produced items,

some people place an emphasison quantity and speed...

but the price is a loss of quality


WHEN WE THINK of asphaltroadways, we tend to focuson Interstate routes and

state highways and county roadsand city streets—those absolutelynecessary thoroughfares that carrythe nation’s 250-million vehicle fleetof cars, trucks, and buses.But there is another large fleet ofvehicles out there that is using

our asphalt by-ways on an ever-increasing basis: bicycles.It is estimated that there are nowmore than 100 million bicyclesactively winding their ways downthe roads and streets of the UnitedStates. And many of them arebeing used for one- or two-day,cross-country jaunts that measuredozens or even hundreds of miles

in length. It is not unusual to hearof charity or fund-raising bike ridesand community get-togethers thatcenter around cycling.Some folks in the hot-mix asphaltindustry think it might be a goodidea for local producers to sponsorsuch events—or even to suggestlegislation that would provide formarked bicycle paths on city and

state roadways. It couldn’t hurt.And it could turn out to be a goodpublic-relations effort.The article reprinted below (fromthe May 2000 issue of Outsidemagazine) provides a look insidethe bicycling culture—and howthoughtful the Wisconsin DOT hasbeen in providing those cyclistswith excellent facilities. ▼▲▼

“It’s the cows.”These three words have becomethe standard, slightly wryexplanation for why there are somany sleekly paved roads inthe 35-mile radius surroundingMadison, Wisconsin—hundredsand hundreds of winding milesof ‘em. This is the Dairy State,after all, and milk is money;washouts, deep mud, andother excuses for missing thedaily udder-to-market runs areunacceptable to farmfolk. Hencethe flawless blacktop andattendant roadies. The cows,quite simply, have made Madi-son the unassailable nucleusof midwestern road riding.During the summer months,after spring rains have washedthe salt from the asphalt, it’snot uncommon to see a pace-line descend a twisting dairyroad at 50 miles per hour,apparently without fear of pot-holes. And on weekends, theMadison-based 300-memberBombay Bicycle Club leads apeloton into the rippling pas-turelands to hills like the Pinnacle, a climb with an 11 percentgrade that tops out with a 360-degree view of the Holstein-dottedvalleys below.You probably wouldn’t expect hills to pucker up so steeply inthese parts, but near Madison, they do. The last glacier to steam-roll the Upper Midwest missed southwestern Wisconsin, leavingsweeping ridges that look more Catskill than flatland. Here thereare climbs of 1,000 feet in less than a mile, sublime vistas of blue-gray escarpments, and corkscrew drops—all on roads so lightlytraveled as to be almost empty.

Madison itself (population200,000) is home to a stridentSmall-Is-Beautiful countercul-ture that has promulgated thecycling life by adding bike laneson all major roads, openingbike shops (a dozen in andaround town), forming 12 or socycling clubs like Bombay, andhosting over 20 bike-relatedevents each year. But the bestriding is in the outskirts, nearthe old Norwegian town ofStoughton, 25 miles south ofMadison. Phil Caravello, a 35-year-old local road racer whoowns the town’s only bike shop,Stoton Cycle, is happy to giveyou a map of his favorite route,the Dunn This Tour, a 30-milerpast red barns and greenhillocks and through towns nobigger than ten revolutions ofyour wheels. Phil also organizesan informal weekly Thursdayevening ride of 20 to 30 miles(sign springs—between townline signs—are optional) thatends with micro-brews in thealley behind his shop.

Or forget the group, as I often do, and take a crack at the soloequation: just you, your bike, and the quiet chewing of cud. EveryApril, the lure of the hills works its magic on my muscles and Iride, venturing farther and farther afield on my beloved Bianchi,until one day I find myself hitting the drop bars and pushing thebig ring down the beautiful, unblemished Wisconsin pavement,past fields of Holsteins that leave me reverential. You gotta lovethose cows.

— Peter Egan

This article first appeared in the May issue of Outside magazine.It describes the excellent bicycle paths and marked lanes

that are to be found in Wisconsin.Reprinted by permission from Outside magazine.

Copyright © 2000, Mariah Publications Corporation

BLACKTOPBEAUTY


Many of the rural roads in Wisconsinhave clearly marked traffic lanes forbicycles (photo on the facing page)that provide bicyclists with a positivesense of both comfort and safety.The beautiful countryside is routinelyenjoyed by thousands of people onbicycles during the summer months.

In the suburbs of some Wisconsincities, the streets are designed withextra width so that they accomodatebicycle paths. The bicyclist shownhere (left) is making his way down astreet in Madison, Wisconsin. Noticehow the bicycle lane is located inbetween the parking lane and thetraffic lane.

According to the accompanyingmagazine article, the best bike ridingin Wisconsin is to be found in andaround the little town of Stoughton,Wisconsin, about 25 miles south ofMadison. From the “Welcome” signat the city limits (photo, right) to theNorwegian-style “Velkommen” muralon the side of one of the community’sturn-of-the-century buildings (photo,below), the people of Stoughtonactively promote their community toall visitors—and that includes bicy-clists, of course.


OPTIONAL TOOLSOPTIONAL TOOLSEXPANDING ROADTEC EQUIPMENT’S PRODUCTIVITY

PICK-UP HEADThe optional windrow pick-up headcan be installed on a Roadtec MTV-

1000B or Shuttle Buggy® material-transfer vehicle in place of the dumphopper. The dump hopper is simply removed and the pick-up head isattached. With this tool, you can quickly and easily collect materialfrom a windrow and transfer it to the paver. The Roadtec windrow pick-up head is the ideal attachment in areas where belly-dump trucks arethe preferred method of material delivery.

Here are three special toolsthat can make your work a lot easierThe remarkable productivity that isdelivered by Roadtec’s broad lineof equipment can be enhancedeven more with the optional toolsand attachments shown on thesetwo pages. The sidecutter (shownon the facing page) allows theRoadtec cold planer to cut shouldertrenches without leaving theroadway. The windrow pick-up

head (shown below) was designedto be installed on material-transfervehicles being used where belly-dump trucks are the preferredchoice of material delivery. Andthe road widener (also shown onthe facing page) can be installed ona Shuttle Buggy® material-transfervehicle to permit the placement ofasphalt on road shoulders.

FOR MORE INFORMATIONcall your Roadtec Regional Sales Manager or Tammy Massengale:

800-272-7100fax: 423-265-7521



ROAD WIDENERWhen this tool is installed on aShuttle Buggy® material-transfer

vehicle, the C-3 conveyor to the paver is replaced by a lateral conveyorand a strike-off attachment that is equipped with grade and slope con-trol. This allows the paving of road shoulders that can measure from 1to 8 ft. (30 cm to 2.5 m) wide. Placement of the asphalt is much cleanerwith the Shuttle Buggy® material-transfer vehicle than with conventionalequipment—and there are no brooms required.

SIDECUTTER This tool allows certain specified coldplaners (such as the RX-60B) to cut

shoulder trenches that can measure from 24 to 48 in. (60 to 120 cm)wide and as much as 15 in. (38 cm) deep while the machine stays onthe road surface. The attachment has a direct-drive cutter head that ispowered by the cold planer itself. The built-in conveyor transfers thecut material to a haul truck. The cutter head, housing, and conveyorassembly bolt to the cold planer’s structure.


Freesen, Inc. is multi-faceted construction company that maintains hot-mixasphalt (HMA) plants in two states: Indiana and Illinois. Within the last twoyears, the company has responded to market growth by purchasing an Astecrelocatable Turbo 500 Double Barrel® plant (the plant panorama is shown inthe top photo) that is described on these pages. The company’s first Astecpurchase was a portable Astec Six Pack plant (not pictured here).

The central component of the new plant is the 9-ft. (2.7-m) Turbo 500 DoubleBarrel® drum-mixer (above, left). Exhaust gasses are vented to a relocatablebaghouse that is equipped with a horizontal cyclone.

There is a relocatable cold-feed system (above, right) that consists of sixcompartments, each of which measures 9 x 14 ft. (2.7 x 4.3 m). There is alsoa relocatable, single-compartment RAP (reclaimed asphalt pavement) feedsystem that includes a scalping screen, grizzly, and a RAP lump breaker.

After processing is completed, the hot-mix is conveyed to the Astec NewGeneration storage system, which includes three 300-ton (272-tonne) hot-mix storage silos (left) over a truck scale. The plant was laid out to accomo-date the future addition of three more storage silos and another truck scale.

The installation also included a 500 bbl dry-additive system (right) with ventpiping to the main baghouse and a dust-auger conveyor to the drum-mixer.


THERE ARE MANY big thingsthat have had relatively smallbeginnings. Take Freesen,

Inc., for example. This well-known Bluffs, Illinois heavy-con-struction firm got its start morethan 50 years ago as a dirt con-tractor, with a single person—Bob Freesen—working one bull-dozer. Today, the company is con-siderably larger than it was then.And it offers services that rangefrom grading to paving to bridgebuilding, and from landscaping tohighway construction.Dick Lyons, asphalt manager forFreesen, said the growth of thecompany in asphalt and pavingapplications has been impressive.“The last ten years, the companyhas doubled in size,” said Lyons.“In the last few years, we havebeen one of the top producers ofasphalt for the Illinois DOT.”The increase in asphalt paving inthe Illinois market has causedFreesen to reevaluate the compa-ny’s capacity to handle its poten-tial workload. This has meantpurchasing equipment that willhelp the company not only serveits customers, but also to be pre-pared for even more growth inthe future.One sign of the company’s growthcurrently includes a collection ofhot-mix asphalt (HMA) plantsacross the firm’s market area.“Our company currently operatesseven hot-mix plants,” said Lyons.“We have two plants in Spring-field, a new Astec plant in Peoria,an Astec Six Pack plant in Shirley(near Bloomington), one plant inCovington, Indiana, a batch plantin Huntsville, and one more inDowns (also near Bloomington).”In the last two years, Freesen haspurchased two of the most recentadditions to its list of plants fromAstec. Lyons said the new plantsoffer the company a better abilityto handle a growing market. Also,the manufacturer of the plants

offers excellent service—whichallows Freesen to be able tomaintain and improve upon theirasphalt-production operation. Thisis of key importance, said Lyons,because the company has a longhistory of growing to meet themarket demand—and to outpaceits competition.

“Back when the company gotstarted, we were mainly just adirt contractor—until the Inter-state system started going,” saidLyons. “At that time, we got intobuilding bridges. Then, we grad-ually got into asphalt and con-crete paving, although we pur-chased our materials from othercompanies. Eventually, our com-petition forced us to go out andbuy an asphalt plant.”

More recently, it was this philoso-phy of maintaining a lead on thecompetition and serving a rapidlygrowing market that was the keyfactor in Freesen’s decision toincrease their asphalt production.And this decision meant a need tobuy bigger and better HMA plants.To do that, Freesen began by pur-chasing a Six Pack asphalt plantfrom Astec two years ago. Thebenefits the new plant brought tothe company, as well as the ser-vice Astec offered them, drewFreesen into a long-term relation-

ship with Astec that Lyons saidhas been valuable. And whenFreesen was looking to purchaseyet another plant last fall, it wasnot hard to decide what companythey would turn to for help.

“In the Peoria region, we had asmall plant, but it just wasn’t bigenough to take care of the demandfrom the private sector and to runmultiple mixes. So we decided tobuy a larger new plant. Astec hadtaken care of us on all the otherplants and components, so wegave them a call.”

When it came to deciding uponthe right plant to purchase, Lyonssaid Astec not only had a goodreputation with the company, butits approach was much strongerthan the other manufacturers.“One of the things that impressedus when we were negotiating withthe different manufacturers wasAstec’s directness,” said Lyons.“For example: Norm Smith (presi-dent of Astec) was the only per-son who would come flat out andsay, ‘This plant will run 500 tph(454 tonnes per hour) at 5 percentmoisture.’ The other people hadall these charts. We said, ‘Don’tshow us your charts. Just tell uswhat it will do.’ And Norm wasthe only guy who came right outand said, ‘This plant will do it!’”


423-867-4210fax: 423-867-3570


This company’s philosophyof leading the competition

and serving a growing market was the primary factorin their decision to buy

bigger and betterhot-mix asphalt drum-mixer

plants from Astec

Freesen decided to purchase arelocatable Turbo 500 DoubleBarrel plant from Astec becauseof its larger size, capacity, andstorage capability. The new plantwas assembled this spring byAstec’s construction division.

“We had the footings done andAstec came in and startedinstalling the plant at the end ofFebruary and the beginning ofMarch,” said Lyons. “We just gotit fired up and ready to go in May.”

Lyons said that one of the featureshe likes most in the new plant isthe automatic burner control.

“The burner control keeps thetemperature pretty consistent,”said Lyons. “And I like the plant’s500-tph (454-tonnes-per-hour)capability at 5 percent moisture.We’re not hitting that top figureyet, but I’m sure we will. All theAstec service team needs to do isfix one conveyor. But I know thisplant will hit Astec’s guarantee.It’s in the contract.”

Lyons said his confidence inAstec’s production-rate guaranteeis based on the manufacturer’stwo-year history with Freesen ofconsistently providing excellentservice. He said there had beensome small problems with theearlier Six Pack plant right afterstart-up, but the Astec serviceteam stayed with them and wasable to solve the problems.

“The big selling point for this newplant was the Astec service,” saidLyons. “We think Astec makes agood, tough product.

“And then they also back up theirproduct. They back it up withgood, dependable service.” ▼▲▼


How do you make a good product even better?You listen to your customers, you listen to your engineers

...and then you quietly initiate the changes that make good sense.

Many of the product upgradesinitiated by Astec are responsesto requests or ideas from thefield. Some of them solve day-to-day problems, while others areintended to improve overall per-formance. Here are three more:

❏ Increased silo clearance.The truck clearance for all Astechot-mix storage silos has been

ASTEC HAS A PROBLEM. It’s not abig problem that should causeanyone to lie awake at night

worrying—except perhaps Astec’sadvertising manager. But it is a littlebit of a problem. Here it is:Almost everyone knows that Astec’sproduct line is more technologicallyadvanced than anything else on themarket. So what should Astec dowhen they find themselves coming upwith more good ideas all the time?It’s a common occurrence. Producerswho own Astec hot-mix asphalt (HMA)plants frequently suggest new thingsthey would like to see on their plants.And Astec’s own staff of talented andskilled engineers are constantly com-ing up with new innovations that willmake the product even more efficientand more economical.But here’s the problem:How do you let people know about allthe improvements and upgrades andinnovations without printing new andrevised product brochures every fewmonths? That is a problem. But onlyfor Astec’s advertising manager.

Perhaps the product-upgrade newson these two pages will help keep theindustry informed. ▼▲▼

increased from 12 ft. 6 in. (3.8 m)to 13 ft. 6 in. (4.1 m) above thetop of the truck-scale deck.

❏ Larger conveyor-belt idlers.On most of the Astec drum-mixerproduct line, the conveyor-beltidlers have been changed froma 4-in. (10.2 cm) diameter to a5-in. (12.7-cm) to reduce wearand maintenance.

❏ New single-diameter drums.The upgraded, relocatable AstecTurbo Double Barrel product linehas been changed to incorporatesingle-diameter drum-mixers onall models. Expanded-end drum-mixers will no longer be offered.Recent extensive research andproduct testing have determinedthat the expanded end on thedrums is no longer necessary,

due to design improvements onthe inside of the drum. Here is alist of the capacities and sizes:300 tph (272 tph)....7 ft. (2.1 m)400 tph (363 tph)....8 ft. (2.4 m)500 tph (454 tph)....9 ft. (2.7 m)600 tph (544 tph)...10 ft. (3.0 m)For more information, contactDiane Hunt at the number shownon the opposite page. ▼▲▼

Here are a few of the other product upgrades you will find in the Astec line of products:

Astec recently took a product innovation that hasbeen available as optional equipment for severalyears—and they made it a standard feature on allAstec HMA plants. A stainless-steel plate (indicatedby the arrow in the above photo) is now used tosupport the conveyor belts between the head andtail pulleys on the plant’s feeder system. All com-peting HMA plants use belt idlers for this purpose.But the use of idlers creates a few problems. Themovement of the belt across an idler can cause theaggregate to flow out to the side—and when thebelt encounters the next idler, the aggregate is

pinched. This, in turn, can cause damage to thebelt, the skirt board, and the bin itself. The newso-called “slide-belt feeder” lets the belt slide onthe stainless-steel plate, which eliminates the riseand fall motion that makes the aggregate flowoutward. First-time observers expect that this typeof feeder system would wear out the back of thebelt, but that doesn’t happen. Instead, dirt thataccumulates on the back of the belt provides a ball-bearing type of action that actually reduces fric-tion and wear. This type of feeder has been usedsuccessfully in other industries for years. ▼▲▼

A stainless-steel plate has replaced idlers under feeder belts,dramatically reducing belt wear while improving feeder performance

b


Astec recently shipped the firstprototype version of a drum-mixerthat was especially designed toaccommodate the strict over-the-road transport regulations thatare imposed in many states. It isa 400-tph Turbo Double Barrelplant with a drum-mixer that is 7.5ft. (2.3 m) in diameter from oneend to the other. Most portable

New plant designmoves power panels toinside of control houseAstec’s engineering departmenthas announced that power panelsfor future Astec Turbo 400M-Pack plants will be installedinside the control house wherethe environment is cleaner andmore climate-controlled. Thismodification to the popular AstecM-Pack plant design is on a list ofmore than 100 design changes,improvements, and innovationsrecently implemented. ▼▲▼

Astec Turbo Double Barrel plantshave a 7.5-ft. (2.3-m) diameterdrum that has an expanded endmeasuring 8.5 ft. (2.6 m). Thefirst production model of thenew design was purchased by aproducer in Nebraska, wherethere are tight restrictions on themovement of heavy equipment.Availability of this plant should be

Burner enclosure onthe Turbo 400 M-Packwill have a new lookAnother item on the long list ofproduct upgrades is the “noise-attenuation device” or burnersilencer on the Astec Turbo 400M-Pack plant’s drum-mixer. Theprevious design had the mufflersas separate components, sittingon top of the burner enclosure.With the new design, there areno separate mufflers; the burnerenclosure is the muffler. Thisnew, integrated design providesthe same noise-abatement char-acteristics as the earlier design.There is an additional benefit ofthe integrated burner-enclosuredesign: It allows better, moreconvenient, trouble-free routingof the liquid-AC line. ▼▲▼

of interest to producers in manyother states that face similarload restrictions. In addition toreducing the size and weight ofthe drum-mixer, Astec engineersalso made some key changes inthe baghouse design, reducingboth the length and weight ofthis portable plant component.They also provided additional

ground clearance by moving theair-compressor and the power-panel modules to another load,and then relocating the axles ofthe baghouse module up underthe hopper of the baghouse. Ona standard portable baghouse,the axles are on an extendedstructure that extends beyondthe end of the hopper. ▼▲▼

Prototype drum-mixer plant was designed specifically for states with restrictive travel regulations

Astec’s new “standardized plant plans” speed a customer’s selection process, reduce pricesThe first of several “standardized plants” that were ordered under anew program by Astec shipped about the same time this magazinewent to press. The new program features a set of printed plans thattotally detail a standard or baseline plant configuration and layout.The purpose is to help the customer by making the initial selectionprocess easier. But it also serves to get the price down and get theequipment delivered faster since it eliminates having to go backand forth from the customer to the engineering department to makemultiple layout drawings. At the present time, this new program isbeing applied only to relocatable Astec Turbo 400 M-Pack plants,although in time it should be expanded to other plants, as well. Thesalesman carries a complete set of standardized plant plans (see thephoto at left) with him when he visits a prospective customer. Withthe drawings, the salesman can demonstrate precise details abouta typical plant, including the lengths, widths, and elevations of allthe plant components, as well as their relative positioning. The cus-tomer can then decide which characteristics he wants to retain andwhich he wants to change, remove, or reposition. This is a uniqueconcept in the industry—and it is being well-received. ▼▲▼


423-867-4210fax: 423-867-3570



TAKE A CLOSER LOOK at AstecIndustries and you willprobably find some activity in

one of its many subsidiaries thatwill interest you. Many customersdeal with only one branch of thecorporation—such as Astec, Inc.,which manufactures hot-mixasphalt (HMA) production plants,or Roadtec, Inc., which makespaving equipment. But thosesame customers may not realizehow remarkably diverse and multi-faceted the Astec Industriesfamily of companies has becomeover the years.Astec Industries is a corporationthat traces its origins to 1972when it began to manufactureHMA batch plants and drum-mixerplants. The beginning may havebeen small, but the ambition andfocus of the people behind AstecIndustries was great. Today, thesame ambition, focus, and princi-ples that helped start the compa-ny still exist in what has becomeone of the leading sources fortechnology and equipment in theroad-construction industry.

Timeline: 1972J. Don Brock, chairman and CEOof Astec Industries, vividly recallsthe whirlwind of action thatbrought the company to life fromnothing more than a few peoplewith a few good ideas.“Back in 1969, my father and Ihad a business called ‘IndustrialBoiler Company’ and we mergedthose operations with CMI,” saidBrock. “Then, in August of 1972,I decided I wanted to go down asomewhat different path—so Igave my notice to CMI.”Brock made that final decision onThursday. By Monday afternoon,he was sitting at a kitchen tablewith four other men—Gail Mize,Norm Smith, Al Guth, and MikeUchytil—discussing the possibility

of starting an asphalt-plant manu-facturing facility in a building thathad just become available inChattanooga, Tennessee.“We decided to do it,” said Brock.“And we decided to name thenew company ‘Astec’—which wasa short way of communicating ourinterest in asphalt technology.”From the very beginning, thoseinvolved with Astec Industrieswanted to offer HMA operationstruly quality equipment that woulddrive technology forward, make abetter product, and make placingthe asphalt product easier.In those early years, Astec Indus-tries developed a philosophy thatwould completely change thedirection of the company. Theproduction and application of HMAdoes not begin and end with theprocess of mixing the product.There are many steps that come

before and after the point that thehot-mix is produced. Astec Indus-tries decided to help lead technol-ogy and increase quality in allareas of the industry: from thecrushing of the aggregate to thepaving of the roadway surfaces.In order to do this, Astec Indus-tries would have to either start oracquire companies that dealt withall areas of HMA production. Thiswas the beginning of the organi-zation’s “rock-to-road” philosophy.

Timeline: 1977Five years after the company gotits start, Astec Industries beganits trend of acquiring and buildingcompanies that would complementtheir already strong line of asphaltplants. The first new-companystartup was a firm that Astecnamed “Heatec” (short for heattechnology). This company’smain objective is the manufactureof heating systems and liquid-AC

storage tanks that are used tosupport the Astec product line ofhot-mix batch plants and drum-mix plants. Heatec’s horizontaland vertical storage tanks repre-sent technology that has set thestandard in today’s HMA industry.

Timeline: 1981Several years later, Astec Industriesreached out beyond the manufac-turing of HMA-production equip-ment to enter into the most visiblestage of the road-constructionindustry—paving—by forming anew company: Roadtec, Inc. Thiscompany offers a diverse line ofpaving equipment, including coldplaners, pavers, and material-transfer vehicles. The ShuttleBuggy® material-transfer vehicle—which prevents temperature andaggregate segregation—is one ofthe most popular products pro-duced by Roadtec.

Timeline: 1987While building this unique familyof companies, Astec Industries hasmade an effort to acquire firmsthat are capable of developingcutting-edge technology. The cor-porate management also looksfor companies that have a reputa-tion for quality and dependability.Telsmith is an example of one ofthese acquisitions. In 1987, AstecIndustries acquired the diverseproduct lines of Barber-Greene,which included HMA plants, millingequipment, and mineral-process-ing equipment. The productionequipment was added to the Astecline, the milling equipment went toRoadtec, and the mineral-process-ing equipment became the stand-alone company, Telsmith. (Later, in1991, the Barber-Greene paver linethat Astec Industries had acquiredwas sold to Caterpillar and Roadtecsubsequently reentered the pavermarket.) Telsmith’s tradition forproduct excellence goes all theway back to 1906. The addition of

Checkout this 28-year

timeline that traces theremarkably steady growth

of Astec Industries as it hasstarted or acquired more thana dozen unique companies,

adding significantly to theproductivity of the

industry

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Telsmith allowed Astec Industriesto become actively involved in theaggregate-production end of roadconstruction. Subsequently, in 1996, Telsmithacquired Production EngineeredProducts, Inc. (PEP) so it couldoffer that company’s line ofpatented products: high-frequencyvibrating screens for mineral pro-cessing, belt conveyors, portableplants, and stationary steel struc-tures used in screening.

Timeline: 1988Astec Industries continued todiversify in the late 1980s withthe acquisition of Trencor Jetco, acompany that was known for itshigh-horsepower trenching equip-ment. Today, the company (whichwas renamed Trencor, Inc. in1994) manufactures an efficientand neighbor-friendly alternativeto conventional drilling and blast-ing procedures or backhoe rippingand tearing. Contractors involvedin pipeline and sewer installationhave found Trencor trenchers tobe highly productive tools.

Timeline: 1995Astec Industries added to itsgrowing group of HMA-relatedcompanies with the acquisition ofCEI Enterprises. This 30-year-oldcompany was well-known inmany parts of the country formanufacturing a high-quality lineof hot-oil heaters and liquid-ACstorage tanks. CEI’s product linewas expanded by the addition ofHeatec-designed heat-transfertechnology. CEI also produces anasphalt-rubber mixing system,heavy fuel-oil preheaters, drummelters, unloading pumps, jackedpipe and fittings, and flexible hot-oil hose.

Timeline: 1996The development of a totally newcompany, Pavement Technology,Inc. (PTI) in 1996, demonstratedAstec Industries’ commitment toimproving HMA technology. PTI’sproduct focus is the developmentof research and testing equipmentthat can help state agencies andcontractors deal with the recenttrend in new mix formulations andthe importance placed on wear-life of different asphalt mixes. The

mining industries. Breaker Tech-nology added strength to AstecIndustries’ new aggregate group.The next acquisition in 1999 wasAmerican Augers, Inc. This firmbrought Astec Industries into thefast-growing market of so-calledtrenchless underground construc-tion. American Augers’ line ofauger-boring machines, direction-al drills and fluid/mud systemsare used in the installation of utilities such as sewer, electric,telephone and fiberoptic, water,oil, and gas lines. The uniqueconvenience of utility installationwithout the need for trenchingpromises to push AmericanAugers—and Astec Industries—forward as a leader in this grow-ing construction market.Astec Industries added to theiraggregate-processing group withthe addition of Superior Industriesin November of 1999. This com-pany specializes in stationary andportable conveyor systems forthe aggregate-processing andsurface-mining industries. Theoutstanding product in SuperiorIndustries’ line of portable con-veyor systems is their patentedtelescoping, stacking conveyor.Superior Industries offers AstecIndustries an increased potentialas a component supplier.While many people might need todeal with only one or just a few ofthese companies, each segmentof Astec Industries strengthensthe next. By starting and acquiringcompanies that make equipmentfor the many steps involved inconstruction, Astec Industriessecures its growing reputation forconsistent quality, strength, relia-bility, and service.The family tree of Astec Industriescontinues to grow, too. The sameinnovative and ambitious spiritthat started Astec Industries morethan 25 years ago promises tofind new ways to improve uponthe industry’s existing technology.Those who have taken a closerlook at Astec Industries and whatit has done in the past will tend towatch the company in the yearsahead. In just a very short periodof time, you could be surprised atthe changes you will see. ▼▲▼

company’s APA (asphalt-pavementanalyzer), for example, can beused to measure the resistance torutting and fatigue-cracking inboth hot and cold asphalt mixes.

Timeline: 1997Astec Industries expanded itsaggregate- and crushing-equipmentwith Kolberg-Pioneer, Inc. Thiswas a new name given to a veterancompany: Kolberg Manufacturingcorporation began in 1965 andwas acquired by Portec, Inc. in1978 in order to expand thatcompany’s Pioneer product line(which was begun in 1931). Withthe strength of Astec Industriesbehind it, Kolberg-Pioneer nowoffers a variety of aggregate androck-crushing equipment. Theproduct line includes jaw crushers,sand-classification equipment,portable conveyors, and aggregatescreening plants.

Timeline: 1998One year after acquiring Kolberg-Pioneer, Astec Industries issued a

welcome to Johnson CrushersInternational, Inc. (JCI) as it joinedthe growing family. JCI added evenmore strength and experience tothe aggregate processing equip-ment group of Astec Industries. Afamiliar name in the western andnorthwestern United States, JCIwas organized by former employ-ees of Eljay. The company’s lineof portable and stationary cone-crushers and horizontal screensare considered by many to beamong the best in the industry.

Timeline: 1999Astec Industries experienced con-tinued growth during 1999,adding three names to its familyof companies. The first was theTeledyne construction-equipmentdivision, which immediately tookon a name change to “BreakerTechnology” or BTI. This companymakes hydraulic rock breakers andattachments, breaker systems, andmobile mining equipment that isused in the rock-quarrying and

NEWSHOT-MIX


Kolberg has added a new screen plantto the company’s screen-plant product lineKolberg-Pioneer recently introduced the new, improved KDS (KolbergDirect Screen) portable screening plant. The unit offers high portabilityand optimum screening action for sand and gravel, reclaimed asphaltpavement (RAP), topsoil, and various other materials. The new KDSportable screening plant is offered with a choice of two screen sizes:7 x 10 ft. (2.1 x 3 m) and 7 x 8 ft. (2.1 x 2.4 m). The plants can beequipped with an optional, removable discharge conveyor that isdesigned for truck load-out. For more information, contact Jodi Heirigs:800-542-9311. Or send a fax: 605-665-8858. Or send an e-mailinquiry to: [email protected]. ▼▲▼

On July 20, Astec Industries sentout a statement detailing how ithad signed a letter of intent toacquire Carlson Paving Products,Inc. of Tacoma, Washington. Thiswas soon followed by a letter fromRoadtec which expressed its ownoptimism about the pending acqui-sition of Carlson, the companythat is best-known in the industryfor its paver screeds. Accordingto the letter, which was signed byboth Tom Campbell, president ofRoadtec, and Larry Raymond,president of Carlson Paving Prod-ucts, the resources of Carlson willbe merged with those of Roadtec“...to create an organization withunparalleled customer service andan industry-leading focus onasphalt-pavement quality.” Theletter went on to explain that Carl-son Paving Products will retain itsname and identity within the Astecgroup of companies. It will remain

in its existing Tacoma facility andRaymond will continue as presi-dent. Virtually all of the existingCarlson staff will keep their currentresponsibilities for the foreseeablefuture. In addition, the CarlsonEasy Screen technology and othercurrent Carlson products will con-tinue to be offered through existingchannels for all makes of new andexisting asphalt pavers. The letterwent on: “By combining theresources of Carlson and Roadtec,two industry leaders in asphalt-pavement quality, we believe thatwe can rapidly expand the Carlsonproduct line to new levels whileproviding the end user withincreased sales and service cover-age.” For more information aboutthis planned merger, call TomCampbell: 800-272-7100. You cansend a fax to 423-265-7521. Oryou can send an e-mail message:[email protected].▼▲▼

Astec has begun to distribute its new brochureabout the portable Turbo Six Pack asphalt plant

Astec Industries firmscreate new position:Asphalt Quality DirectorThree of the Astec Industriescompanies—Astec, Roadtec, andPavement Technology (PTI)—willbe utilizing the experience of RossMartinez to make inroads into newareas of the market. Martinez, thenew asphaltquality directorfor the threecompanies, is toact as a liaisonbetween hisemployers andvarious govern-ment agencies,producers, and industry organiza-tions in their on-going search forbetter hot-mix and better paving.Martinez has a long and success-ful history in the HMA industry.Most recently, he held the positionof director, office of engineeringwith the Federal Highway Admin-istration (FHWA). ▼▲▼

NAPA publication listsbest available practicesto minimize emissionsThis booklet—Best ManagementPractices to Minimize EmissionsDuring HMA Construction—waswritten by the Asphalt PavementEnvironmental Council. To order, callNAPA at 888-468-6499. Or visit thewebsite: www.hotmix.org. Refer toOrder Number EC-101. ▼▲▼

Astec recently finished printing itsnew, informative brochure thatshows all of the remarkable prod-uct features of the Astec TurboSix Pack plant. To get a free copyof this brochure, just call DianeHunt at 423-867-4210. Or send afax: 423-867-3570. Or use e-mail:[email protected]. ▼▲▼

Ross Martinez

Astec Industries recently signed letter of intent to purchase Carlson Paving Products, Inc.

NEWSHOT-MIX


Astec’s new Project Management Group assuressingle-source leadership for plant progress

Telsmith’s International Technica Seminardrew producers, technicians from seven nations

The key management at Astec hasbeen concerned for some timethat communication “bugs” couldsomehow impede what has beenthe normally smooth progress of ahot-mix asphalt (HMA) plant throughthe manufacturing process. Althoughno serious problems have occurredto date, there was the possibilitythat the increasing sophisticationof technology and the growingcomplexity of plant assembliescould generate confusion, delays,or mistakes. It was due to thisconcern that Astec developed itsProject Management Group, aformal structure or organizationthat will have the responsibility ofproviding leadership for a plant’sprogress from sales to engineer-ing and through manufacturing todelivery and installation. The AstecProject Management Group willserve as a single source for thosewho are looking for answers to

questions about a particular plantas it moves toward completion.Among the group’s clearly definedobjectives: ❏ to act as the focalpoint with the customer for any-thing related to a project; ❏ to planthe progress of the project inorder to assure smooth, timely,contract compliant completion ofthe project; ❏ to support both salesand engineering activities bygoing to visit the job site to collectinformation and measurements;❏ and to monitor the equipmentdesign and drafting to ensure thatthe plant equipment will be builtaccording to the contract. MartinMcCanless, director of projects,will head the Project ManagementGroup in Astec’s engineeringdepartment. For information, youcan call him at 423-867-4210. Oryou send a fax: 423-867-5894. Orcontact him via Internet e-mail:[email protected]. ▼▲▼

Application experts fromAstec Industries’ firmsto address NSA seminarIt was recently announced thatTim Gonigam of Production Engi-neered Products (PEP) and JeffWendte of Kolberg-Pioneer will bespeakers at an upcoming annualaggregate-industry seminar. Thetwo experts have been asked tomake detailed presentations at thethird annual NSA Fines Seminarto be held in November in Dallas,Texas. Gonigam will address thegroup on November 13 and willoutline the procedures of dryseparations using a high-frequen-cy screen. Wendte will lead a dis-cussion on the following day abouthow to maximize the amount offines to be put into concrete sandand mason sand using a classify-ing tank. For additional informa-tion about the NSA Fines Semi-nar, call Larry Quinlivan at NSA:800-342-1415. Send e-mail [email protected]. ▼▲▼

In August, Telsmith once again hosted an International TechnicaSeminar that provided hands-on instruction in the latest technologyby Telsmith experts in crushing and material handling. This particularseminar drew 23 participants from seven nations, including Mexico,the Dominican Republic, Argentina, Brazil, Uraguay, Peru, and Chile.There was a special presentation detailing operations of a Telsmithcrushing plant in Brazil. For information about future seminars, callAndrea Gump at Telsmith headquarters: 800-765-6601. Or send a faxinquiry: 262-242-5812. Or e-mail: [email protected]. ▼▲▼

Latest issue of theAAPT Journal is nowavailable for orderingThe Association of Asphalt PavingTechnologists (AAPT) has justpublished a 440-page hard-coverbook containing the history ofvarious aspects of asphalt-pavingtechnology. For more information,call the AAPT at 651-293-9188.Fax: 651-293-9193. ▼▲▼

American Augers $2.5-million plant expansionnears completion in West Salem, OhioAbout a year ago, American Augers embarked on a major expansionthat will add 30,000 sq. ft. (2,800 sq. m) of manufacturing space and13,000 sq. ft. (1,200 sq. m) of office space. This is the second plantexpansion since 1996, when the company added 20,000 sq. ft. (1,860sq. m) of factory space and a state-of-the-art paint booth. In order toto permit future expansion, the company purchased adjoining land toincrease the company’s site to 30 acres (12 hectares). AmericanAugers is the leading manufacturer of machines and accessoriesdesigned exclusively for the growing trenchless construction market.For information, call Gary Stewart at 800-324-4930. ▼▲▼

NEWSHOT-MIX


Tom Wilkey Jerry Vantrease Buddy Ledford

Astec offers a Portable Recycle Systemthat is totally self-contained on a single frameA portable recycle system is now available from Astec that processesrecycle material (reclaimed asphalt pavement or RAP) and feeds it intothe hot-mix asphalt (HMA) production process. The recycle system isself-contained on one frame, travelling as a single truckload to simplifyportability. The system has a hopper with grizzly, belt feeder, magnet,horizontal-shaft impactor, scalping screen, conveyor to drum, andreturn conveyor. Self-erection packages are also offered. In the operatingposition, the unit is supported by plate foundations. For information,contact Diane Hunt at 423-867-4210. Or send a fax: 423-867-3570.Or use e-mail: [email protected]. ▼▲▼

Heatec announces changes to sales leadership ofboth its construction and industrial marketJim May, president of Heatec, recently announced some significantchanges in the company’s sales-department leadership. Tom Wilkeyhas accepted a position to lead and direct the sales activity for Heatecproducts for both the construction market and the industrial market.Wilkey’s new title will be vice president of sales and marketing. Untilthis promotion, Wilkey’s title had been vice president of construction-equipment sales. Jerry Vantrease has accepted the position of salesmanager of construction products. He will continue to report toWilkey. Buddy Ledford has accepted the position of sales manager,industrial products. He will also now report to Wilkey. “Please join mein congratulating these men on their promotions,” said May. For moreinformation about Heatec’s line of construction equipment or its lineof industrial equipment, contact Tom Wilkey at 800-235-5200. ▼▲▼

Superior Industriesadds customer-supportfeatures to websiteSuperior Industries has redesignedits Internet website in part to offera more powerful customer-supportdevice. The website includes techarticles, press releases, and prod-uct features. In addition, a visitorcan use a special software appli-cation called “ConveyBuilder” tohelp design a conveyor systemthat will be specific to their ownneeds. To check out the many dif-ferent features of this website, goto www.superior-ind.com. ▼▲▼

Roadtec promotionstresses factory-directpaver wear partsRoadtec’s new ability to offer wearparts for pavers of every majorbrand is the subject of this flyerthat emphasizes “superior quality”and “lowest price.” For details,call: 877-266-8882. Fax: 423-622-9072. Or e-mail:[email protected]. ▼▲▼

Used-equipment flyerfrom Roadtec containsunusually good bargainsRoadtec has reconditioned a largeinventory of used milling machines,material-transfer vehicles, and paversthat were taken in on trade. To get acopy of the used-equipment flyer,call Bill Hunt: 877-266-8882. Orsend a fax: 423-622-7318. Or usee-mail: [email protected]. ▼▲▼

Second annual meetingof the APA Users Group was held in SeptemberPavement Technology (PTI) sentinvitations to the second annualmeeting of the Asphalt PavementAnalyzer (APA) Users Group. Themeeting this year was scheduledfor September 26 and 27 in Jack-son, Mississippi. The APA UsersGroup regularly attracts thoseengineers and technicians who areinvolved in the operation of thePavement Technology APA. Topicstypically discussed during thesemeetings are such things as ruttingtests procedures, moisture-damagetesting, and fatigue testing—all withregard to the procedural operationsof the group’s principal test equip-ment: the PTI Asphalt PavementAnalyzer. For details about the APAUsers Group, call Wade Collins at:888-553-2341. Or send a fax:770-388-0149. Use the [email protected] e-mail inquiries. ▼▲▼

NEWSHOT-MIX


CEI’s compact plantis being targeted tointernational marketsThis brochure for the CEI Nomad™

super-compact asphalt plant wasprepared with Russian text. Thisspecialized advertising literaturereflects the targeting of the Nomadplant to markets other than theUnited States. For information, callBen Brock: 800-545-4034. ▼▲▼

Kolberg-Pioneerannounces availabilityof new tech paperThe subject of the new tech paperis “Fundamentals and Principlesof VSI Crushing.” To get a copy,just call Jim Lincoln toll-free at800-542-9311. Or send a fax:605-665-8858. Or send e-mail [email protected] for tech paper T-201.▼▲▼

NAPA announces the46th annual conventionand a new trade showThe National Asphalt PavementAssociation (NAPA) will hold its46th annual convention February4 - 8, 2001 in Orlando, Florida.The meeting will be held with theWorld of Asphalt™ trade show.For more information, go to NAPA’swebsite: www.hotmix.org. ▼▲▼

NAPA will conduct the8th annual United StatesHMA ConferenceNovember 15 - 17, 2000 are thedates for the 8th annual U.S. HMAConference to be held in Cincin-natti, Ohio. The agenda will featurea wide variety of topics, includingtalks about Superpave productionand construction. For a programor information, call Carol Proutyat NAPA: 888-468-6499. Or checkthe website at NAPA’s home page:www.hotmix.org. ▼▲▼

Colwell Construction in Blairsville,Georgia recently installed a newHeatec asphalt-storage tank fortheir new hot-mix plant. The tankis unusual because it has one setof heating coils that uses hot oiland a second set of coils that useselectricity. The electric system usesonly 30 kW of electricity—whichprovides enough heat to maintainthe liquid-AC’s temperature whenthe plant is not operating. Butwhen the plant is operating, otherplant components need heat—sothe hot-oil system (which hasgreater heating capacity) is used.This arrangement provides theproducer with some cost savings,mainly because their electricpower co-op provides electricityfor a flat-rate price that is cheaperthan the equivalent of fuel oil. Inaddition, the producer likes theidea of having two ways of heat-ing the liquid AC, so that there is

a backup in case one of the sys-tems should fail. For informationabout Heatec’s combination heat-ing, just contact Jerry Vantrease at800-545-4034. Or send a fax: 423-821-7673. Or send him an e-mail:[email protected]. ▼▲▼

Superior Industries announces an expansionof its telescoping-conveyor product lineSome of the recent advances in Superior Industries’ line of telescopingconveyors include a number of customizing options. The TeleStacker™telescoping conveyor can be built in three different lengths: 110 ft.(33.5 m), 130 ft. (39.6 m), and 150 ft. (45.7 m). The conveyor capac-ity for these three different lengths range from 500 tons (450 tonnes)per hour to 1,000 tons (900 tonnes) per hour. The TeleStacker con-veyor also offers many different portability options for ease of set-upand mobility. For information, call Mary Schmidgall at 800-321-1558.Or fax: 320-589-2260. Or e-mail: [email protected]. ▼▲▼

Heatec liquid-AC storage tanks with combinationelectric and hot-oil heating offer advantages

Astec used-equipmentis now listed and shownon the Astec websiteIt took awhile to get all the detailsworked out, but the used-equipmentpage is up and running on the webat www.astecinc.com. Go to thehome page and click on the “usedequip” button to see descriptionsand photos of the broad line of usedequipment that is available throughJoe Clancy. For more information,you can call Joe Clancy any time at423-867-4210. Or you can send afax: 423-867-4636. Or an e-mail:[email protected]. ▼▲▼

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