Tag Archive for 'pavement'

The Road to Maximum Efficiency

Morgan Pavement Finds a Custom Solution to Increase Productivity

By Scott Knighton

There aren’t enough hours in a day. Every sealcoat operator, manager, and company president has found themselves thinking this at one point or another. Even without unexpected equipment breakdowns, weather delays or staffing shortfalls, there are plenty of small things that eat away at productivity, leaving crews wishing for just a little more time. 

Even in Utah, which averages more than 14 hours of daylight in summer, asphalt maintenance contractors push their productivity to the max, making every hour in their 12-hour workdays count. For some, this comes at the cost of overall quality. Others, like Morgan Pavement – a full-service asphalt contractor providing earthwork, asphalt paving and asphalt maintenance services – find strict quality control and a proactive approach to tools and products that increase productivity key to optimized efficiency.  

From humble beginnings in 1983 as a Utah-based striping outfit to today’s multi-million-dollar company serving communities in Utah, Arizona, Nevada, New Mexico, Idaho, Wyoming, Montana, and Texas, quality control has set Morgan Pavement apart. It was the driving factor in the company’s expansion into earthmoving, paving, and eventually manufacturing its own sealcoat and slurry seal oils to provide the quality solutions for customers from start to finish. That commitment to the best quality for its customers is the core value that keeps employees like Dean Garrett, President and CEO, clocking in year after year, decade after decade. Morgan Pavement has never shied away from investing in the tools, resources, infrastructure, and employees to ensure its customers receive solutions that are completed quicker and last longer.

With clogs causing productivity problems, Morgan Pavement approached Neal Manufacturing for a custom solution pump and spray system for their high-volume truck

The focus on quality makes Morgan Pavement quick to embrace new technology when it benefits its customers. So, when a new product, Onyx, hit the market in 2012, the company quickly realized the frictional mastic surface treatment’s potential. In terms of quality, it offered customers more friction, durability, and longevity than any other spray applied mastic on the market. Onyx’s proven performance gave Morgan Pavement confidence to expand its application services into roadways knowing it could deliver on its commitment to quality.

The only problem was, its current sealcoating equipment hadn’t caught up with Onyx’s unique properties, resulting in frequent clogs and slowing productivity – putting Morgan Pavement’s reputation and overall efficiency on the line. 

Black Gold

Just what was it about Onyx that convinced Morgan Pavement to risk its 35-year reputation on a product that – temporarily – decreased productivity? Simple, Onyx’s unique ability to load significantly more aggregate than conventional materials. The larger, harder aggregate also improves micro texture on the pavement surface for enhanced friction. 

“Although Onyx is a spray seal – it has significantly higher loadings of unique polymers and catalysts that deliver the long-term performances a customer demands on parking lot roads,” said Garrett. “We want the best for our customers. With Onyx, they’re getting the best ­– durability, permeability, friction, and dark black color – with the ease of installation of a spray seal.”

But it was more than the friction coefficient that convinced Morgan Pavement this was the quality solution its customers deserved. Onyx is specially engineered to provide shortened dry times and extended long-term performance, increasing efficiency, durability and longevity. As a consistently black sealer, Onyx also reduces ultraviolet damage and increases striping contrast for added safety and aesthetics. 

Ingevity, the owner of the Onyx formula, sourced the product through Morgan Pavement’s manufacturing affiliate, NuRock Asphalt Coatings. This allowed NuRock to manufacture a high-quality road and parking lot sealer for its customers’ needs. 

Morgan Pavement recognized the potential of the optional AutoTrim attachment on Neal Manufacturing’s DA-350 to revolutionize cutting in from a time-consuming, labor-intensive chore to a quick, efficient process that would allow the completion of edge work in less than half the time.

However, as part of the partnership, Morgan Pavement was tasked with perfecting the application of Onyx. The mixture’s thixotropic nature and high aggregate load made application a challenge for its current sealcoating equipment. 

“Onyx has an extreme load of polymer and aggregate, making it more difficult to pump with standard spray seal equipment,” Garrett said. “The machines we were using worked well with conventional sealcoats, but with the new aggregate intensive compound, productivity was suffering.” 

Despite 12-hour days and six-day work weeks, Morgan Pavement saw limited productivity with Onyx application due to frequent malfunctions. Clogs developed in the filtration system of their tank truck, causing the seven-person crew to stop what they were doing, clear the clog, and go back and manually apply the product to cover gaps, a process that increased unscheduled downtime and cost money.

“You can imagine you’re clipping down the road at 6 miles an hour and all of a sudden you have a clog for 20 feet,” Garrett said. “That was happening several times an hour. It was very frustrating for the crews and for our customers.”  

Morgan Pavement knew it had the best product with Onyx, but they needed to do something to decrease the downtime brought on by the equipment mismatch. 

In terms of productivity, Neal Manufacturing’s DA-350 has revolutionized Morgan Pavement’s edge work, reducing a seven-person to crew to just one on a DA-350.

The Solution

With only two or three contractors using Onyx in Utah and less than 20 nationwide, mass-market solutions were unavailable. So, Morgan Pavement turned to a trusted name for a custom solution to their Onyx problem – Neal Manufacturing, a Division of Blastcrete Equipment LLC. 

Neal Manufacturing and their parent company Blastcrete Equipment were well known to Morgan Pavement. In 35 years, the sealcoat applicator had found success with a number of Neal Manufacturing machines and appreciated the customer-focused approach and dedication to quality that mirrored its own core values. It had found industry-innovating machines often carried the Neal Manufacturing logo, as well. But it was the OEM’s experience with custom engineering that sealed the deal. 

“They’re open-minded and easy to work with, so when we need a solution, Neal Manufacturing is the first name on the list,” Garrett said. “Not to mention, when it comes to pumps, few understand different consistencies and how to effectively pump sealcoat better than Blastcrete.”

With the DA-350 and spray truck modifications from Neal Manufacturing, Morgan Pavement was able to increase productivity more than 53 percent a day, applying up to 130,000 square feet (260,000 with double application).

Morgan Pavement presented their Onyx spray problem to Neal Manufacturing and within two months, their team had engineered a pump and spray system that virtually eliminated the clogging issues that were costing Morgan valuable daylight. 

With the retrofit, productivity increased immediately. “Before we struggled with multiple clogs an hour, now it was more like one a day,” Garrett said. “Reducing clogs added 10 percent, or an extra hour and a half to our day. The retrofit also reduced cleaning time at the end of the day by 80 percent and saved 90 percent of the material we were wasting during clean up.” 

In that usable time, crews were able to increase application by 28 percent. Heightened productivity also meant jobs progressed quickly and efficiently, improving crew satisfaction and delighting customers in a job done to Morgan Pavement’s high-quality standards. 

Morgan Pavement was back on the road to maximum productivity. But the collaboration with Neal Manufacturing and the success of the refurbished system encouraged management to examine other areas where they could increase productivity. 

Cutting-in edges had always been a time-consuming and efficiency-draining task. The tedious, manual process was always the limiting factor for efficiency on their sealcoating jobs. On roadways and city streets, edge work required a crew of seven and a significant amount of the time budgeted for each contract. While the main truck drove down the center of the street, two hose crews would cut in on either side – one person operating the hand wand and spraying the sealcoat, one protecting the curb and gutter with a guard, and one progressing the hose. On parking lot jobs, the process was slightly more efficient, but only because a single-hose crew was needed and there was less cutting in to do in general. Even with the improved pump and reduced clogs, cutting-in cut into their profits and limited their productivity on roadway jobs. 

It wasn’t as if they were the only applicators battling the drain on efficiency caused by edge work. Industry-wide, the process is a time- and labor-intensive burden, especially for companies with high-quality standards. Sloppy edge work, such as not getting close enough to the gutter or spraying material on the curb, will cause unplanned clean up and dissatisfied customers. As part of its dedication to providing the best solutions for customers, solutions their competitors couldn’t, Morgan Pavement wanted to find a way to do high-quality work faster. 

Working with Neal Manufacturing proved there were OEMs in the industry that would listen to their concerns and help them improve their business. Luckily for Morgan Pavement, since they weren’t the only applicator struggling with cutting in edges, the Neal Team was already a step ahead with the revolutionary DA-350.

All-In-One for Optimum Efficiency

The three-wheeled, self-propelled DA-350, a drivable, dual application sealer buggy, holds up to 350 gallons of material. Operators can choose between the 8-foot Even Flow diamond squeegee assembly with hydraulic windrow or 87-inch, six-nozzle spray bar with electronic actuator for an ideal application on a variety of jobs. The machine incorporates the HDP hydraulic piston pump capable of processing high sand loads for specialty sealants like Onyx. The HDP piston pump can also be used to transfer materials up to 100 GPM.

But the feature that really piqued Morgan Pavement’s interest was the DA-350’s optional AutoTrim, a baffle attachment for automatically cutting-in sealcoat materials while keeping curbs and edges clean. Morgan Pavement recognized the potential to revolutionize cutting-in from a time-consuming, labor-intensive chore to a quick, efficient process that could be completed expertly from the comfort of the DA-350’s driver seat, allowing completion of edge work in less than half the time. 

After seeing the machine at the National Pavement Expo, Morgan Pavement quickly recognized the impact the unit could have on productivity and immediately bought one. Soon after using the new unit, Garrett said they ordered another. 

“In terms of productivity, the DA-350 is revolutionary,” Garrett said. “For us, it took a crew of seven and reduced it down to one man on a DA-350 to do the edge work. Those other crew members can be employed in other areas to get the job done faster – directing traffic, operating other machinery and cleaning up a jobsite. Overall, we’ve been able to significantly increase productivity while decreasing crew size to just five.”

Now, the DA-350 sets Morgan Pavement’s pace. It precedes the main spraying truck, with the driver doing all the edge work on one road before moving on to the next. The machine’s ability to cut a radius while keeping a tight edge with the curb and gutter allows the driver to continue uninterrupted until it’s time to refill the tank. The rest of the crew follows behind, applying Onyx to the center of the road. 

Nowhere has Morgan Pavement seen the benefits of the DA-350 more than in their work with one of Utah’s largest cities. This picturesque suburb of Salt Lake City hosted several events during the 2002 Olympic Winter Games. For the past three years, Morgan Pavement contracted with the municipality to seal an increasing portion of city streets with Onyx. 

Like many municipalities in Utah, the city requested a frictional mastic surface treatment – the generic name for Onyx – and they have come to expect exemplarily service from local providers, Morgan Pavement and NuRock Asphalt Coatings. 

In 2017, the first year of their partnership, Morgan Pavement sprayed Onyx on over 1 million square feet of roadway to gauge the performance of the sealcoat. The project lasted over two weeks with crews applying an average of 85,000 square feet a day – 170,000 square feet when factoring in Onyx’s double coat application. A year later, with the DA-350 and spray truck modifications, they were able to increase productivity more than 53 percent a day, applying up to 130,000 square feet (260,000 with double application). In just 11 days, they completed the 1.5 million square feet of roadway and were on to the next job. With the DA-350, Morgan Pavement has seen a significant increase in the number of jobs they can complete in a season as well as an overall increase in their bottom line with smaller crews, more productivity and quicker turnaround.

Industry-wide, the edge work is a time- and labor-intensive burden, but with the DA 350, Morgan Pavement was able to efficiently complete high-quality edge work. 

The Willingness to Embrace Change

At 35, Morgan Pavement is still in growth mode. The company’s willingness to embrace productivity-enhancing techniques and keen eye for quality continues to win them customers and bids across the western part of the United States. 

With Neal Manufacturing’s custom retrofit of their truck system and the addition of two DA-350 units to their fleet, Morgan Pavement realized exceptional productivity without sacrificing its customer commitment and high standards of quality. In the fall, Neal Manufacturing will retrofit three more truck system units, allowing the company to meet the rising demand for Onyx and propelling them toward even greater productivity.

Morgan Pavement still wishes for more hours in a day, but with the DA-350 and custom solutions from Neal Manufacturing, they are able to make each hour of daylight count over 50 percent more than before – all 14 of them.

This feature appeared in the March 2020 issues of the ACP Magazines:

California Builder & Engineer, Construction, Construction Digest, Construction News, Constructioneer, Dixie Contractor, Michigan Contractor & Builder, Midwest Contractor, New England Construction, Pacific Builder & Engineer, Rocky Mountain Construction, Texas Contractor, Western Builder

Neal Manufacturing Updates Full Line to Tier 4 Final

Neal Manufacturing, a division of Blastcrete Equipment LLC and a leader in asphalt pavement preservation equipment, announces all their machines are Tier 4 Final compliant, including the DA 350 Dual Sealcoat Applicator and High-Volume Road Maintenance Vehicle

“As a customer-focused company, Neal Manufacturing is continually innovating, making sure our products employ the latest technology to meet or exceed all equipment standards,” said Tripp Farrell, president of Neal Manufacturing, a division of Blastcrete Equipment LLC. “Updating our line for Tier 4 Final compliance is just one of the many ways our team helps keep customers jobsite ready.”

Neal Manufacturing’s lineup of asphalt preservation equipment meets Tier 4 Final emission standards.

The DA 350 offers a 100 gpm hydraulic piston pump, for a robust, versatile application vehicle capable of handling pavement preservation products with heavy aggregate loads. The three-wheeled self-propelled sealcoating machine features a built-in, high powered blower and AutoTrim, an automatic cutting-in attachment, allowing contactors seven times the productivity on prep work along curb-and-gutter streets. A 35-horsepower Yanmar Water Cooled Diesel Tier 4 final engine powers the DA 350.

For high-quality results on large road projects, the High-Volume Road Maintenance Vehicle features Neal Manufacturing’s Generation IV pump that delivers infinitely variable outputs from 0-150 gpm, even with larger aggregates mixes. The Road Maintenance Vehicle is available with a Yanmar 3TNV88C, 35-horsepower Tier 4 Final engine. Individually or in combination with the DA 350 as part of Neal Manufacturing’s Asphalt Road Preservation Package, the High-Volume Road Maintenance Vehicle features innovative, productivity enhancing options for lasting sealcoat applications.

Neal Manufacturing backs their equipment with industry-leading customer support including free training seminars at the company’s Anniston, Alabama location. 

About Neal Manufacturing

The Neal Manufacturing Division of Blastcrete Equipment, LLC is an industry leader in the manufacture of pavement maintenance and sealcoat production equipment. Blastcrete Equipment LLC manufactures mixing, pumping and spraying equipment for the refractory, shotcrete, concrete construction and repair, underground mining and tunneling, and power generation industries worldwide. For more information: Neal Manufacturing Division of Blastcrete Equipment LLC, 2000 Cobb Ave., Anniston, AL 36201 770-830-1282; fax 256-236-9824; eric@nealequip.com; or www.nealequip.com.

The Role of Volumetric Concrete in the Future of US Infrastructure

By Mark Rinehart and Kris Moorman, Cemen Tech Inc.

When the U.S. gets an infrastructure report card rating of a D+, that’s a wake-up call. At this point, everyone knows that our nation’s infrastructure is failing, and working every day in markets like roads and bridges, water systems and airports, it becomes even more obvious. We are involved in several associations that are out there banging on representatives’ doors trying to get a plan put together, and it seems like things have been slowly moving along, but it’s time to move forward and get a comprehensive infrastructure bill approved.  

Every moment that infrastructure projects sit stalled and unfunded creates a larger and larger backlog of work that needs to be done every single day, and the longer we wait, the bigger the task is going to be to actually fix all this stuff. And as far as politics goes, one would think that this would be a completely bipartisan issue, but any real reaching across the aisle remains to be seen. 

People don’t seem to realize that our infrastructure systems need maintenance just like a car, house or piece of construction equipment. It seems obvious, but you can’t just let something go for 10 or 20 years and think that it’s not going to have problems and issues and will need to be fixed.

Spencer at work site

Unfortunately, we’ve never had an official long-term funding program in place. We’ve decided to look the other way and kick it down the road, and now that inventory of repairs is enormous and needs to be addressed before more major accidents happen. It’s important that we do something now, especially while the economy’s hot. We do have more money coming in, so it’s time to put something in place.

Over 200,000 of our bridges in the U.S. are more than 50 years old. Knowing that a typical paving mix has an average lifespan of about 30 years – and many of these bridges have been out in the elements for 50-plus years with minimal maintenance – should be enough to worry anyone. This is especially true in the Midwest and other regions where you have to deal with salt, sand, and fluctuating temperatures each year. 

One of the many upsides to concrete is that it does have a lower maintenance cost over its lifetime than other types of materials, but it does tend to cost a little bit more in the beginning to put it in place. This can lead to slightly higher bids, which can be bad news for government contracts. With that in mind, let’s take a closer look at what’s actually happening to these ailing roads and bridges.

Things Fall Apart

On a long enough timeline, concrete will always crack, but it’s important to know that there are a number of factors that cause it to do so. Corroding reinforcement materials, subgrade settling/erosion, the type of mix, the way it was poured, quality of finish work – all of these factors affect the durability and lifespan of any concrete project. 

Joe DiMaggio NorthBeach Playground

There’s concrete that’s been around for a hundred years all across the world, but from an infrastructure perspective it ultimately comes down to a cost benefit analysis. If you want 100-year concrete, we can make 100-year concrete, but the question then becomes are you willing to pay for it, and do the necessary maintenance to make it last? Are you willing to pay that higher price for longevity? This becomes a challenge, especially in the public arena where a majority of the time the lowest bid wins. 

The Role of Volumetric Concrete Technology 

A recent study showed that up to 22.3 million cubic yards of ready mix concrete poured today in the U.S. goes back to the plant as wasted. That is a tremendous, and ultimately unsustainable, amount of wasted time and money, all due to outmoded methods of concrete placement. 

Cemen Tech in the process of working with DOTs across the country to educate them on the value of volumetric technology, and how it can speed up projects and essentially save them money using technology for different types of infrastructure repairs.

Volumetric concrete is batching based on volume rather than weight. All volumetric equipment is calibrated by weight, and the material is delivered to the mix auger by volume. This produces the precise amount of fresh concrete with every pour. Mix designs can be changed on the fly at the job site without compromising the quality of the concrete. Specialty concretes like fiber-reinforced, colored or slurry can be quickly and easily produced from the same load of materials.

With volumetric equipment, companies have the ability to limit the amount of time a road or bridge must be shut down, because of how fast they can get in, pour and get out. This allows the general public to utilize that repaired structure in hours instead of days. The key advantage of volumetric concrete is that it allows the exact type of concrete that’s needed to be poured directly onsite in the exact quantity that’s needed for that repair.  

Helen Dillar Playground

Typical repair projects like overlays, hinge repairs, etc. usually require smaller pours that can be hard to estimate when working with traditional concrete placement. Volumetric technology allows contractors to pour the exact amount of concrete, and the exact mix design, with zero waste.

A volumetric concrete mixer is a concrete mixer mounted on a truck or trailer that contains separate compartments for sand, stone, cement and water. Materials are mixed on a job site to produce the exact amount of concrete needed. The process and equipment has been in use for 50 years. 

As opposed to rotary drum mixers, mobile volumetric concrete mixers allow for an efficient and more environmentally friendly method of producing and pouring concrete. Volumetric solutions produce the exact amount of concrete needed at the precise time, eliminating the possibility of under or over-ordering concrete that will ultimately be wasted. Also, as a result of mixing on-site, volumetric solutions generate less waste and consume less fossil fuels. 

Volumetric concrete also allows contractors to use the minimal amount of water needed to achieve the acquired strength for project requirements. When working with concrete, the more water you add to a mix, the less strength it will have when it finally hardens, so you want to use as little water as possible. 

Volumetric mixing has been around for 50 years, and it’s evolved incredibly in the past five to 10 years. Extremely high-quality concrete can be produced, placed, tracked and monitored, which allows contractors to get their projects done faster and have full control over the concrete production process. What that means for a DOT, is that ultimately, they can get more repairs done faster, at a lower cost, and with less impact to the public. 

GG Bridge

If we are going to find our way out of the mess we’re in, volumetric concrete technology will have a huge role in fixing the massive backlog of infrastructure repairs that are currently haunting every state, city and county in the United States. 

Next-Gen Volumetric Mixing Technology Pours the Infrastructure Backbone of the Golden City

Bauman Landscape and Construction, Inc. has helped build some of San Francisco’s most complex and iconic cityscapes. From the Palace of Fine Arts to Dolores Park to the city’s Embarcadero, Bauman Landscape and Construction has been pouring concrete in the city for more than four decades. 

The company’s success in the Bay Area has been built on a foundation of obsessive quality, efficiency, and a willingness to trust new innovations and technology. One of the most significant innovations Bauman has embraced is volumetric concrete mixing technology. When Bauman started using volumetric mixing technology, the trend was still in its infancy, but the city of San Francisco quickly realized the company was able to deliver concrete faster and more reasonable than their competitors who were still using traditional barrel mixers.

In addition to being high quality, quick, and on budget, Bauman boasted another feature that set them apart: being green. San Francisco, well known as a hub for sustainability, appreciated Bauman’s ability to take any unused concrete, take it back to their yard, crush it and re-use it as concrete aggregate.

“That was huge in the city,” said Mike Bauman, Chief Executive Officer of Bauman Landscape and Construction. “They require everything to be recycled and we are pretty green as far as recycling and reusing the concrete.

“We are the first company in San Francisco to use 100 percent recycled aggregate in our mix. The barrel mix guys use about 50 percent.”

But the company’s success didn’t set-in overnight. The city, which hires Bauman’s company to pour streetscapes, curbs, gutters, as well as structural walls and building slabs, required the company to do test pours before each load out of the mixer, Bauman said. After some test runs and some solid test results, the city gave Bauman the full green light.

“They were so used to barrel mixers,” Bauman said. “Since we were the first ones out here with the volumetric mixers, now we have a great reputation with the city. They like our mixers and they like the mix better than the barrel mixers.”

Time for an Upgrade

In 2017, Bauman identified a few soft spots in his equipment and was ready to make some serious upgrades. His previous volumetric mixers required skilled concrete operators, who were becoming harder and harder to come by, and experienced recurring issues with bent, broken or faulty chutes, which caused downtime. 

So, Bauman turned to Cemen Tech to deliver four initial C60 mobile concrete mixers to help streamline their operation, increase efficiencies on-site and in their driver hiring, while also minimizing downtime. With the Cemen Tech C Series mixers, Bauman’s team was able to batch, measure, mix, pour, record and analyze each job with just the onboard equipment of the machine itself. Additionally, the ability to load a variety of different mix composites made toggling back-and-forth between jobs or within the same job a breeze.

“The C60s we have equipped with the liquid color, which is great because everything we do out here is color, even the simple sidewalks have color in them,” Bauman said. “We probably have 25 mix designs pre-loaded because of all the different type of work that we do out here. They pretty much run themselves.”

Unrivaled Quality

You don’t hold a reputation for excellent, reliable work for more than 40 years without taking quality control seriously. That’s where Angela Bauman comes in, the company’s lead Project Manager who has a passion for process improvement, quality control and efficiency.

In addition to Angela, the company also has a full-time quality control person on staff, who is responsible for running in-house testing before mixes go out for pouring. With the Cemen Tech mixers, once the mixes are tested and approved, Bauman’s team is able to make a single run and knock-out a multi-mix job.

“One huge benefit for us is in the city there is the streetscapes. We do a lot of streetscapes and the curb, gutter and sidewalks are all different mixes,” Angela said. “We used to have to get three short loads just to pour a curb ramp, so now with the Cemen Tech mixers we can just change the mix three different times in one truck and pour the entire thing.

“That has been absolutely awesome for us because we do streetscapes everywhere and that has just been an incredible advantage.”

The speed with which Bauman is able to complete jobs nearly rivals the quality of their work. On a recent job on Chestnut Street in the northern tip of the city, Bauman Landscape and Construction was responsible for completing the entire baseline of the project. When they quoted the city with their proposed timeline, the city was skeptical.

“They said, ‘We don’t think you can do it that quick,’” Angela said. “We were beating the schedule by almost a year. And, sure enough, we did, and it was awesome.”

Curbing Driver Shortages

Across the country, companies of all types, sizes and geographic location are struggling to hire and retain professional drivers, much less good ones. It’s a trend not expected to subside, and many analysts believe the shortage could as much as triple by 2026.

With Bauman’s original equipment, which was tricky to operate and resulted in more downtime than the company could swallow, highly skilled operators became even harder to come by. Now, Mike Bauman said, the Cemen Tech machines have made that hurdle much easier to clear.

“It is incredible because now we can take a UPS driver and put them in a C60 and they could run it,” he said. “It’s a real benefit for us. It is tough to find good quality people, so we have to pay over scale, but we are able to lure away good quality drivers from other companies to work for us now.”

Part of what makes the vehicles so easy to operate are their electronic control panel that gives the user total control over how much is poured and which mixture is being used. The Cemen Tech C60 units also come equipped with Auto-Washout and Auto-Stow features for easy transportation and clean up as well as the ACCU-POUR options.

ACCU-POUR is a suite of cloud-based, wireless productivity solutions that allows Bauman to blend the everyday details from dispatch to completed jobs to a holistic view of their business operations. 

Cemen Tech also provides on-site training for both mechanical and maintenance training, as well as driver training. Now, the drivers who went through the initial round of training are able to train any new drivers who join the Bauman team.

A Smooth Partnership

The relationship between Cemen Tech and Bauman has been mutually-beneficial. As one pours foundational elements to one of America’s most iconic cities, the other continues to press-forward with innovative technology and customer support that keeps their customers running on all cylinders.

Volumetric concrete mixing technology has given Bauman Landscape and Construction a distinct advantage on their home turf. It’s an advantage they don’t expect to be relinquished soon.

“Even though it was hard to get the city to open their eyes to volumetric mixers…we took a leap of faith and they did,” Angela said. “The city, ever since then is convinced.”

During every step of the way, both organizations have worked together to guarantee success.

“The immediate customer service, you need that support, especially when you are new to a product,” Angela said. “You want to be able to call someone and have them make you feel good about what you are purchasing and make sure they are going to be on board if something were to happen, or if you need the additional support or training.

“Cemen Tech has done that, and have followed-through in more ways that we could have ever thought.”

ARTBA Reports: Voters Approve Nearly 90 Percent of Transportation Investment Ballot Measures

Voters in 19 states Nov. 5 sent a decisive message of support for transportation investment, approving almost 90 percent of 305 state and local transportation ballot measures.
 
In total, the 270 approved initiatives are expected to generate over $9.6 billion in one-time and recurring revenue, according to the analysis conducted by the American Road & Transportation Builders Association’s Transportation Investment Advocacy Center™ (ARTBA-TIAC). Two measures in Texas are still pending.
 
“The ballot results are a great reminder infrastructure investment remains one of the few areas where red states, blue states, Republicans and Democrats can all come together,” ARTBA President Dave Bauer said.  “It should also demonstrate to lawmakers on Capitol Hill that the public will be on board for the passage of a long-term bill that significantly boosts highway and transit investment at the federal level.”
 
A complete report and an all-new interactive dashboard that filters results by state, mode, year and type of initiative are available at the Center’s flagship website: www.transportationinvestment.org.
 
The preliminary results reaffirm a decade-long trend of voters strongly supporting investments to maintain and improve their state or local transportation networks. Voters have approved 81 percent of nearly 2,000 transportation investment ballot measures tracked by ARTBA-TIAC since 2010, including this year’s results.
 
“Public support for increasing infrastructure investment continues to help local governments and the transportation construction community improve safety, mobility and overall quality of life for residents as projects get underway,” said Carolyn Kramer, ARTBA-TIAC director. 
 
Voters in Maine overwhelmingly approved, by a 76 percent to 24 percent margin, a $105 million bond measure to support transportation infrastructure projects. The vote was Maine’s seventh successful transportation bond in eight years.
 
While transportation investment fared well nationwide, Washington state voters endorsed by a 56 percent to 44 percent margin a measure that reduces or repeals certain motor vehicle taxes and fees and removes the authority to impose certain new fees without their approval. This decision will cost the state nearly $4.3 billion in state and local transportation revenue over the next six years. 
 
Voters in Colorado rejected by a 55 percent to 45 percent vote a measure that would have permitted the state to retain excess tax collections in order to fund education and transportation.
 
The 305 measures tracked by ARTBA-TIAC is the largest number ever for an odd-numbered, off-year election. Although historically most transportation measures are put on the ballot in even-numbered years when congressional or presidential elections drive higher turnout, an increasing number of measures are being considered by voters during odd-numbered years and primary elections.
 
There were 57 measures in 12 states that would raise over $20 million each, compared to 21 measures in 2017.  Of that total, 89 percent were approved.  Of 25 measures that would raise over $100 million, voters approved 92 percent.  This included a bond measure in Harris County, Texas to support transit expansions in Houston under the “Moving Forward Plan.”    
 
Of the local ballot measures, most (302 of 305) were property tax increases, primarily in Ohio (154) and Michigan (15), where many municipalities consistently ask voters to renew such assessments to pay for local roads and infrastructure repairs.
 
Additionally, local bond measures in Texas appeared on 25 ballots and received 96 percent approval, which will generate nearly $6 billion. Most of these measures established municipal utility districts.
 
The approved measures will support $7.7 billion in new transportation investment revenue and $1.9 billion in continued funding through tax extensions, renewals or protections. The timing of the market impact of these actions is difficult to project as revenue approved will last up to 25 years.
 
The Transportation Investment Advocacy Center ™ (TIAC) is a first-of-its kind, dynamic education program and Internet-based information resource designed to help private citizens, legislators, organizations and businesses successfully grow transportation investment at the state and local levels through the legislative and ballot initiative processes.

TRIP Reports: LOUISIANA MOTORISTS LOSE $6.9 BILLION ON ROADS THAT ARE ROUGH, CONGESTED & LACK SOME SAFETY FEATURES

  LOUISIANA MOTORISTS LOSE $6.9 BILLION ANNUALLY —AS MUCH AS $2,300 PER DRIVER – ON ROADS THAT ARE ROUGH, CONGESTED & LACK SOME SAFETY FEATURES. LACK OF FUNDING WILL LEAD TO FURTHER DETERIORATION, INCREASED CONGESTION AND HIGHER COSTS TO MOTORISTS

Roads and bridges that are deteriorated, congested or lack some desirable safety features cost Louisiana motorists a total of $6.9 billion statewide annually – as much as $2,291 per driver in some urban areas – due to higher vehicle operating costs, traffic crashes and congestion-related delays. Increased investment in transportation improvements at the local, state and federal levels could relieve traffic congestion, improve road, bridge and transit conditions, boost safety, and support long-term economic growth in Louisiana, according to a new report released today by TRIP, a Washington, DC based national transportation research nonprofit.

The TRIP report, Louisiana Transportation by the Numbers: Meeting the State’s Need for Safe, Smooth and Efficient Mobility,” finds that throughout Louisiana, nearly half of major locally and state-maintained roads are in poor or mediocre condition, 13 percent of locally and state-maintained bridges (20 feet or more in length) are rated poor/structurally deficient, and the state’s roads have the fifth highest fatality rate in the nation. The report also finds that Louisiana’s major urban roads are becoming increasingly congested, causing significant delays and choking commuting and commerce.

Driving on deficient Louisiana roads costs the state’s drivers $6.9 billion per year in the form of extra vehicle operating costs (VOC) as a result of driving on roads in need of repair, lost time and fuel due to congestion-related delays, and the costs of traffic crashes in which roadway features likely were a contributing factor. The TRIP report calculates the cost to motorists of insufficient roads in the Baton Rouge, Lafayette, New Orleans and Shreveport urban areas.  A breakdown of the costs per motorist in each area, along with a statewide total, is below.

The TRIP report finds that 25 percent of major locally and state-maintained roads in Louisiana are in poor condition and another 22 percent are in mediocre condition, costing the state’s motorists a total of $2.1 billion each year in extra vehicle operating costs, including accelerated vehicle depreciation, additional repair costs, and increased fuel consumption and tire wear.

Thirteen percent of Louisiana’s bridges are rated poor/structurally deficient, with significant deterioration to the bridge deck, supports or other major components. Thirty-seven percent of the state’s bridges are rated in fair condition and the remaining 50 percent are in good condition.

“The strength of Louisiana’s manufacturing economy relies in a large part on reliable, accessible infrastructure. It is getting harder to find a funding solution for new highways and bridges that does not include new revenue and we support that,” said Dow Chemical Southeast U.S. State Government Affairs Director Tommy Faucheux. “We not only have to address the poor condition of our existing roads and bridges, we also need to look to the future and the new projects, like a new bridge in the Baton Rouge area, that the Capital Region and the state desperately need.”

Traffic crashes in Louisiana claimed the lives 3,683 people between 2013 and 2017. Louisiana’s overall traffic fatality rate of 1.54 fatalities per 100 million vehicle miles of travel in 2017 is significantly higher than the national average of 1.16 and the fifth highest in the nation.  Traffic crashes in which the lack of adequate roadway safety features were likely a contributing factor cost Louisiana drivers $2.3 billion annually.

Traffic congestion in Louisiana is worsening, causing up to 58 annual hours of delay for drivers in the most congested areas and costing the state’s drivers a total of $2.5 billion annually in lost time and wasted fuel.

“The TRIP data confirms that Louisiana must invest heavily in improving and expanding transportation infrastructure,” said Johnny Milazzo, owner of Lard Oil Company, and member of Capital Region Industry for Sustainable Infrastructure Solutions. “Our bridges and roadways are not only unsafe and in poor shape, the level of traffic congestion in the Capital Region and the hidden costs of time and wasted fuel are striking, and felt very keenly by area businesses.”

The efficiency and condition of Louisiana’s transportation system, particularly its highways, is critical to the health of the state’s economy.  Annually, $503 billion in goods are shipped to and from Louisiana, relying heavily on the state’s network of roads and bridges. Increasingly, companies are looking at the quality of a region’s transportation system when deciding where to re-locate or expand. Regions with congested or poorly maintained roads may see businesses relocate to areas with a smoother, more efficient and more modern transportation system. Approximately one million full-time jobs in Louisiana in key industries like tourism, retail sales, agriculture and manufacturing are dependent on the quality, safety and reliability of the state’s transportation infrastructure network.

“These conditions are only going to get worse, increasing the additional costs to motorists, if greater investment is not made available at the federal, state and local levels of government,” said Will Wilkins, TRIP’s executive director. “Without adequate funding, Louisiana’s transportation system will become increasingly deteriorated and congested, hampering economic growth, safety and quality of life.

Louisiana Transportation

by the Numbers

MEETING THE STATE’S NEED FOR

SAFE, SMOOTH AND EFFICIENT MOBILITY

LOUISIANA KEY TRANSPORTATION FACTS

THE HIDDEN COSTS OF DEFICIENT ROADS

Driving on Louisiana roads that are deteriorated, congested and that lack some desirable safety features costs Louisiana drivers a total of $6.9 billion each year. TRIP has calculated the cost to the average motorist in the state’s largest urban areas in the form of additional vehicle operating costs (VOC) as a result of driving on rough roads, the cost of lost time and wasted fuel due to congestion, and the financial cost of traffic crashes. The chart below details the cost of deficient roads statewide and for the average driver in the state’s largest urban areas.

LOUISIANA ROADS PROVIDE A ROUGH RIDE

Due to inadequate state and local funding, 47 percent of major roads and highways in Louisiana are in poor or mediocre condition. Driving on rough roads costs the average Louisiana driver $625 annually in additional vehicle operating costs – a total of $2.1 billion statewide.  The chart below details pavement conditions on major urban roads in the state’s largest urban areas and statewide.

LOUISIANA BRIDGE CONDITIONS

Thirteen percent of Louisiana’s bridges are rated in poor/structurally deficient condition, meaning there is significant deterioration of the bridge deck, supports or other major components. Thirty-seven percent of the state’s bridges are rated in fair condition and the remaining 50 percent are in good condition. Most bridges are designed to last 50 years before major overhaul or replacement, although many newer bridges are being designed to last 75 years or longer. In Louisiana, 33 percent of the state’s bridges were built in 1969 or earlier. The chart below details bridge conditions statewide and in the state’s largest urban areas.

LOUISIANA ROADS ARE INCREASINGLY CONGESTED

Congested roads choke commuting and commerce and cost Louisiana drivers $2.5 billion each year in the form of lost time and wasted fuel. In the most congested urban areas, drivers lose up to $1,103 and as many as 58 hours per year sitting in congestion.

LOUISIANA TRAFFIC SAFETY AND FATALITIES

From 2013 to 2017, 3,683 people were killed in traffic crashes in Louisiana.   In 2017, Louisiana had 1.54 traffic fatalities for every 100 million miles traveled, the fifth highest rate in the nation.

Traffic crashes imposed a total of $6.8 billion in economic costs in Louisiana in 2017 and traffic crashes in which a lack of adequate roadway safety features were likely a contributing factor imposed $2.3 billion in economic costs.   The chart below details the number of people killed in traffic crashes in the state’s largest urban areas between 2015 and 2017, and the cost of traffic crashes per driver.

TRANSPORTATION AND ECONOMIC DEVELOPMENT

The health and future growth of Louisiana’s economy is riding on its transportation system. Each year, $503 billion in goods are shipped to and from sites in Louisiana.  Increases in passenger and freight movement will place further burdens on the state’s already deteriorated and congested network of roads and bridges.

According to a report by the American Road & Transportation Builders Association, the design, construction and maintenance of transportation infrastructure in Louisiana support approximately 78,000 full-time jobs across all sectors of the state economy. These workers earn $3.2 billion annually. Approximately one million full-time jobs in Louisiana in key industries like tourism, retail sales, agriculture and manufacturing are completely dependent on the state’s transportation network.

 

For full report visit https://tripnet.org