Road & Bridge

Ask the Experts

July 27, 2015 by County Progress

How Can We Make County Roads Last Longer?

County Progress tapped into the know-how of some of the state’s leading road experts headquartered at Texas A&M and the University of Texas at Arlington.

Question: What are the keys to building long-lasting roads?

Answer: Greg Brinkmeyer, P.E., Senior Training Specialist, Local Technical Assistance Program (LTAP), Texas A&M Engineering Extension Service (TEEX), a member of the Texas A&M University System

Good quality base materials
Monitored compaction of base materials
Sufficient crown from the roadway’s center to the edge to ensure drainage of water from the roadway surface
Adequately sized ditches or drainage structures to handle surface water that drains from the roadway surface and adjacent lands. Water is the biggest enemy of any type of roadway surface.

Answer: Howard McCann. P. E., Bruce Eliker and Eldon McCurley, faculty members, University of Texas at Arlington’s (UTA) Public Works Institute

Road users expect good, well-maintained roads; it must also be understood that building and maintaining long-lasting roads requires an ongoing funding commitment from the public. It is our experience that the public recognizes that there is no “free lunch” when it comes to paying for good roads, and that the public likewise expects public officials to do the right things, and do the right things well, in order to “get the most bang” out of every dollar of taxpayer money spent.

Roads are built from the ground up. A good foundational sub-grade, sub-base and base materials with the proper density are required to achieve roads that will support the anticipated vehicle loads and the anticipated traffic volume.

Roadbuilders of an earlier generation saw firsthand how long convoys of World War I Army trucks (trucks far below the capacity of modern trucks) virtually destroyed a section of highway on the East Coast that was previously regarded as a good road; the road simply had not been built to handle the heavy loads of the early trucks. Members of that generation were strong believers and sponsors of the research that continues today that led to the development of today’s well-established geometric and pavement design standards.

Geometric design features must be taken into account to establish a roadway that provides the best travel while still controlling cost. Geometric design consists of the alignment of the road and the profile of the road, as well as the cross section of the roadway. The cross section shows many items, most importantly the drainage features that are so important.

Good drainage is crucial. The two main causes of pavement and gravel road surface and support structure failures are WATER & TRAFFIC LOADING. It is important to control water infiltration/intrusion either through the road surface into the base/sub-base or into the base/sub-base and sub-grade from improperly maintained ditches and drainage structures. Always try to keep ditches clear of standing water, and where possible maintain a flow line lower than the base and sub-structure of the roadway. Also, it is very important to properly design any cross-road drainage systems (culverts, bridge structures, etc.) to handle the anticipated water flow.

Question: What are the keys to maintaining long lasting roads?

Answer: Greg Brinkmeyer, P.E., LTAP, TEEX

Again, water is the biggest enemy to a roadway. Roadway agencies must ensure that water quickly drains from the roadway surface into adjacent ditches or drainage structures. On rural roadways, it is important to “cut” the edge of the roadway to remove dirt and grass that builds up next to the edge of the roadway that impedes the drainage of water from the roadway. As water ponds next to the edge of the roadway, it will slowly seep into the underlying base material. Over time, this causes the pavement edge to ravel and creates pavement edge drop-offs.
On the pavement surface, fog sealing and crack sealing are important to prevent water from penetrating the underlying base material. Once water penetrates the base material, the roadway surface will quickly deteriorate resulting in rutting and pot holes.
Restricting and enforcing overweight loads

Answer: Howard McCann. P. E., Bruce Eliker and Eldon McCurley, faculty members, UTA’s Public Works Institute

Develop a strategic maintenance plan and follow it. Preventative Maintenance (PM) techniques help preserve the investment made by the local road agency. Properly assessing the conditions of your roadways and maintenance needs is paramount. In today’s world we cannot afford to perform the wrong treatment when performing PM. It’s very important to take an inventory of your roadways and assess their condition; this is the only way to determine your maintenance needs and to be able to budget for needed repairs and PM. Remember, good PM keeps the water out of the pavement structure and helps prevent and slow distresses from reoccurring.

With asphalt pavements, stay away from the “worst-first” approach to solving your roadway maintenance needs. Keeping good roads in good condition is the best PM strategy to follow. It pays to take care of your good roadways and promptly address all minor maintenance needs. With new road surfacing, you may begin to see roads age after about three years or so. When aging is first noticed, preventative maintenance efforts should be initiated to preserve and extend the longevity of the pavement. It pays to “keep good roads good” as they are an expensive investment.

For gravel roads maintenance, it is important to select good surface gravel, no large than ¾” in size, with good fines and plasticity. Along with proper blading and compaction to maintain the road crown, this will promote a long-lasting road surface. In addition, it is important to keep all bar ditches and drainage structures clear.

PM can never fix a failed sub-structure of a roadway. Failed sub-structures can only be corrected by rehabilitation or reconstruction, the two most expensive maintenance repairs. By staying in the “worst-first” approach to PM, you won’t have the time or money to keep your good roadways from deteriorating and falling into the worst category of maintenance needs.

The life of a pavement is dependent on routine and preventive maintenance strategies. It is recognized that many counties and other local road agencies do not have a county engineer and have little in the way of technical resources; however, there is a local source that can be of much value to you, and that is the local TxDOT area engineer’s office. These offices have a qualified technical staff and know the local area, and they are aware of the materials and resources available in that area. They can be of much benefit to you, and it’s important to build a good working relationship with them.

Answer: Elton Glidewell, faculty member, UTA’s Public Works Institute

The problems associated with inadequate drainage compound themselves exponentially. Moisture penetration is one of the major causes of road failure. It leads to potholes, base failures and edge failure. Inadequate drainage, ditches that don’t flow properly, and culverts that are stopped up must be addressed and be corrected as soon as possible. Employ a dedicated drainage crew, if possible, or make a concentrated effort during the winter months when road construction is not an option. This is very important on gravel roads, as they are very susceptible to moisture penetration.

Crack sealing to prevent moisture penetration is one of the most overlooked aspects of preventative maintenance. It is very cost effective and requires a minimum of skill and equipment. Crack sealing definitely helps prevent moisture penetration, which leads to the softening of the base material, potholes and base failure.

The immediate repair of potholes and pavement failures to contain any problems is also important. These only get larger and tend to compound themselves with daily traffic and rain or snow conditions. There are several pothole patching machines available. While these are not as good as a permanent repair, if done properly they do seal the failure and help prevent further deterioration.

Almost any roadway will need a surface seal every five years. I prefer a properly applied chip seal, as this seals the surface and improves skid resistance. However, there are several fog seal or slurry seal applications that work fairly well and eliminate complaints of loose rock and windshield damage. These are less expensive and less time consuming to apply and are very popular in residential areas.

Preventive maintenance is the primary key to having a road that is safe for the driving public. It also protects the investment of the public from extensive depreciation. A new road, if it is not maintained properly, will likely need to be re-constructed in 12 years to 15 years. As an example of preventative maintenance, some of the older highways that were built in the 1930s and have been properly maintained are still in use today, some 80 years later.

Question: How does strategic planning contribute to the success of a road program?

Answer: Greg Brinkmeyer, P.E., LTAP, TEEX

First of all, successful agencies recognize that to be successful, they must have a road program. However, developing and implementing a road program takes a commitment of time and effort. As traffic demands continue to increase and cities/counties become further stressed to maintain the functionality and quality of their roadway system, typically with limited funds, management plans are going to be a necessity. The use of a management plan allows an agency to successfully schedule and correct roadway deficiencies rather than continuously performing repeated Band-Aid maintenance that in the short term may be less expensive, but in the long-term may require complete reconstruction of the roadway.

Answer: Elton Glidewell, UTA’s Public Works Institute

Strategic planning is one of the main keys to a successful road maintenance program. It is necessary for the wise use of funds by any municipality. Texas has an expanding population that is placing excessive demands on our roadways. With higher traffic counts and heavier loads, is necessary to have long-range plans in place to handle the requirements that will be thrown on the public works departments in the future.

Strategic planning also helps with public awareness and perception. These are often key factors in budget hearings and bond sales. It is also very helpful in the allocation of resources and manpower to have the best and safest roads possible, which is the ultimate goal of any municipality.

One of my first supervisors had a poster framed on his office wall. It was very simple. FAIL TO PLAN – PLAN TO FAIL.

2014 Road & Bridge Product Spotlight

July 1, 2014 by Christi Stark

Asphalt Zipper

The most versatile road repair tool on the market?

Are your asphalt, gravel, or chip roads damaged from heavy oil field traffic? Customers tell us the Asphalt Zipper is the most versatile road repair tool on the market because it saves them so much time and money.

Here are a few of the many ways that show how versatile the Asphalt Zipper really is for repairing damaged roads:

FULL-DEPTH RECYCLING

The Asphalt Zipper’s main function is to recycle asphalt roads full-depth in-place. This process stabilizes and repairs the base eliminating expensive dig-outs. Additional stabilizers like aggregate, lime, Portland cement, or others can be added during the process.

ROAD SHOULDER REPAIR

Many counties repair dangerous road shoulders and often widen country roads by stabilizing the shoulder’s base using the Asphalt Zipper.

GRAVEL ROAD REPAIR

The Asphalt Zipper has proven itself invaluable for stabilizing and repairing asphalt, gravel and chipped roads damaged by heavy oilfield traffic. The addition of aggregate and water makes gravel roads tight enough to withstand even heavy oil truck traffic, eliminating the need to grade for months.

ROAD BASE PRODUCTION

Counties in West Texas are using the Zipper to produce their own base in caliche, lime rock and limestone pits, eliminating the need to haul it in.

PATCHING

Counties and cities love the Asphalt Zipper for fast, effective asphalt patching including potholes, alligatored asphalt, shoving and rutting.

In addition, the Asphalt Zipper is very versatile because of its proprietary bucket slot, allowing it to be mounted on the bucket of virtually any loader in any part of your county.

The Asphalt Zipper also comes with its own safety-certified trailer so it can be easily transported to any work site by a ¾- or 1-ton truck. This can save thousands in mobilization costs charged by contractors.

One of our counties recently told us they have saved over $1,000,000 in the five years they have owned their Asphalt Zipper. Would a savings of $250,000 per year help extend your road maintenance budget?

Owning your own Asphalt Zipper means you can do your own roadwork or repairs in-house when and where you want at your convenience! This machine will save you 50 percent-70 percent on road repairs plus allow you to get three-four times more done with the same budget! Now that’s real versatility!

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DustGard^®

Dust Control and Gravel Road Stabilization Answers in Ongoing Challenge to Repair Damage from Texas Oil Rigs

Texas produced almost 35 percent of the country’s crude oil in 2013, according to the U.S. Energy Information Administration, and the state is on its way to surpassing some of the world’s top oil producers – including Kuwait, the United Arab Emirates, Mexico, Iraq and Iran.

The boom is building up the state’s economy by the billions but breaking down miles of rural roads never intended to accommodate the crushing influx of truck traffic. Farm-to-market roads in Texas shale counties – particularly those in the Permian Basin and Eagle Ford Shale – carry more than four times as many drilling rigs as any other U.S. state.

And, despite the significant revenue oil drilling generates in Texas, county officials do not have enough money to repair damage the heavy hauls cause to roads. In an extraordinary cost-cutting measure, the state last year even converted some 83 miles of asphalt roads to graveled lanes.

Like North Dakota, Like Texas

The situation in Texas mirrors conditions in North Dakota, which has enjoyed six consecutive years of record oil production in the state’s Bakken fields. The state’s rig count is consistently the second- or third-highest in the United States.

Dust control has become an increasingly important way for road departments in regions with high drilling activity to stretch their budgets while improving driver safety and road quality. Many North Dakota counties rely on DustGard®, a safe and effective liquid magnesium dust control and road stabilization product.

In just one example, officials in McKenzie County – North Dakota’s largest – save $1 million every year in “labor and materials costs we would otherwise incur to regrade and rebuild gravel roads.” It costs less than $10,000 to treat a mile of gravel road with DustGard® magnesium chloride and as much as $200,000 to replace a mile of gravel, a significant savings that is multiplied many times over in places like rural North Dakota and Texas during an oil boom.

Dust is the Enemy

When gravel breaks down – for example, under the weight of semi-trucks – it turns to dust that blows away, disintegrating road surfaces. DustGard® bonds with a gravel road’s surface, making it almost as hard as asphalt. The process prevents fines and larger aggregate from loosening, preserving a road’s integrity longer.

Combatting dust on gravel roads has many other tangible benefits. The preferred product for dust control, soil stabilization and wind erosion prevention, magnesium chloride:

Provides cleaner air, which leads to better health;
Improves road conditions and safety by increasing driver visibility and decreasing risks associated with loose gravel, soft spots, road roughness and flying rocks;
Reduces foreign sediment in nearby surface waters (e.g., dust that settles in creeks and streams);
Helps prevent stunted crop growth and keeps vehicles and property cleaner;
Requires only one application of water, conserving the scarce resource.

These advantages are especially important in an environment that experiences unusually high truck traffic that can cause economic, health and safety hazards – not to mention general inconveniences to the people who call the area home. Some Texas counties are already using DustGard®, and others will likely follow suit as the state continues to grapple with the boom in oil and corresponding bust to roads that lead to it. Learn more here: http://www.dustgard.com/.

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Environmental Products and Applications

Environmental Products and Applications is a leader and innovator in the soil/road stabilization industry. Our product, Texas Road Glue, is an acrylic polymer that is easily applied out of any equipment that sprays water. Once applied, Texas Road Glue will bond the soil particles together increasing compaction while eliminating dust. This will make your roads extremely durable and resistant to pot-holing, wash-boarding and water degradation. Texas Road Glue will out-perform traditional road building methods and is a fraction of the cost and time. Many counties throughout Texas have already implemented Texas Road Glue in the construction of their county roads. Please contact us today for a quote and references: toll free at 888-674-9174, email info@envirotac.com, or visit www.envirotac.com.

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Ergon Asphalt & Emulsions

“e-Series” Offers Innovations in Pavement Preservation

Ergon Asphalt & Emulsions develops innovative products to preserve today’s roadways so they last well into the future. Mindful of the fact that many roads are in poor condition due to insufficient funding, the company has focused on creating cost-effective pavement preservation solutions. Preserving existing roads is the best option for many in the road industry, whether it’s due to cost, the environment, safety, or other factors. And with the new e-Series of products developed by Ergon Asphalt & Emulsions, they’re able to perform this work faster and more efficiently while achieving better results.

ePatch High-Performance Cold Mix

ePatch is a brand new product from Ergon Asphalt & Emulsions used for leveling courses or pothole repair. It is more durable and of a higher quality than traditional cold mix products. ePatch extends stockpile life, increases safety by keeping workers off the road for unnecessary return maintenance, reduces the cost of road repair, and offers maximum performance at commodity prices.

eFlex Premium Micro-Surfacing Emulsion

eFlex is an innovative premium micro-surfacing emulsion that is significantly tougher than its more traditional counterparts due to an increased level of polymer modification in the asphalt base. It allows roads to resist potential damage caused by heavy traffic, snowplows, and other industrial equipment. eFlex is high-temperature tolerant, and its key ingredient was developed by the company’s cutting-edge laboratory, Paragon Technical Services, Inc.

eTac Bond Coat

eTac is Ergon Asphalt & Emulsions’ solution for adhesion between pavement layers. Many in the road industry have been asking for a tack or bond coat that offers strong adhesion and reduces the amount of material that gets tracked across surrounding pavements. eTac’s premium composition minimizes tracking and provides a solid bond between asphalt layers. It is created with an asphalt base that is similar to asphalt used in overlays for excellent compatibility.

ePrime Prime Coat

ePrime works like an ordinary prime coat but does not contain any solvents—making the product safe for workers and the environment, and eliminating the risk of fire or explosion. It opens the door for crews to protect roads in areas that could not previously be primed due to environmental or safety concerns. Best of all, ePrime does this without any performance hit when compared to conventional primes, and saves time by supporting paving immediately after application.

eScrub Rejuvenating Chip Seal

eScrub rejuvenating chip seal is a combination treatment that bridges the gap between pavement preservation products and conventional mill and fills. Using a single step apply-and-scrub method, it can eliminate mass cracking in roadway surfaces at less than half the cost of a mill and fill. The rejuvenating agent contained within eScrub restores the quality and durability of the existing pavement.

eFog Rejuvenating Fog Seal

Another combination treatment created by Ergon Asphalt & Emulsions is eFog. eFog is a rejuvenating fog seal that can extend the life of open graded friction courses and worn chip seal surfaces by two-three years, allowing for seven-10 year lifecycles. As a rejuvenating product, it also restores qualities in the existing asphalt, thereby improving overall quality and durability.

All of these products were developed with the company’s leading asphalt research and development laboratory, Paragon Technical Services, Inc. Each is designed to provide better results with more innovative features than conventional alternatives. For more information, visit ergonasphalt.com.

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Freese and Nichols

Freese and Nichols has been designing roads, highways and bridges in Texas since the 1890s, and today we continue that legacy serving counties across Texas. More than 525 Freese and Nichols technical specialists and support personnel serve clients like you in Texas. More than 60 dedicated transportation staff provide transportation-related planning, engineering and construction services.

Transportation Leadership

Alan Greer, P.E., a 30-year transportation professional and lifelong Texan, leads our transportation practice. Alan’s expertise, coupled with his commitment to service, enables him to guide our multi-discipline team in creating safe and reliable transportation solutions. In addition to a Texas blend of idealism and practicality, the Freese and Nichols team brings you a prolific background in roadway and stormwater engineering, coupled with Alan’s high-level understanding of state infrastructure issues; working relationships with local, state and federal agencies; and superior knowledge of funding sources and project delivery options.

Services from Concept to Accomplishment

From Concept to Accomplishment, Freese and Nichols provides resources to develop your vision, from project planning and funding to design, construction, and, finally, completion.

Our recent activities include service to Parker, Kaufman, Denton, Collin, Dallas, Tarrant, Ector, Midland, Bexar, Williamson, Fort Bend and Brazoria counties. The recently completed $117-million Parker County Transportation Bond Program illustrates the full meaning of Concept to Accomplishment. Serving as Program Manager, Freese and Nichols managed the entire program of more than two dozen projects with services that included planning, coordination, design and construction, completed on time while engaging the public and gaining support along the way.

This success of county-based transportation bond programs is inspiring. As we face limited funds, we have to create new ways to support and fund infrastructure improvements that benefit our communities. Whether it’s complementing county staff and providing key technical services on a single project, or serving in a program management capacity on large-scale, multi-year projects, we can tailor our services to fit your needs.

A Culture of Community

Freese and Nichols is an organization that sees value in investing in people and giving back to our communities. Every year, our staff volunteers countless hours to organizations in the places where we work and live. We are also deeply committed to supporting professional education, and we offer fundamental professional development courses to staff and clients through Freese and Nichols University.

Our commitment to service guides us as we navigate the roads ahead. We hope you’ll travel with us toward transportation improvements in Texas.

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Martin Asphalt

Martin Asphalt is a leading supplier of paving grade asphalts and emulsions in Texas. One of our pavement preservation products, EZ-7 Cold Pour Sealant, complements our full line of chip seal and hot mix asphalts and provides agencies with a crack sealing/filling option that can be used year-round in a very safe, simple and effective manner. The “flush fill” style of crack filling allows for subsequent paving operations to follow the very next day. The equipment needs are minimal, and new employees can be ready to seal cracks after 10 minutes of training. No prep time, no hot equipment, minimal clean up, EZ to use.

See what our customers say about us. Glen Sullivan, Neuces County Engineer, and Noe Hernandez, Nueces County Road Foreman, are excellent examples of a county that has realized the benefits of EZ-7.

Under the direction of Narciso Garcia, Street Superintendent for the city of San Angelo, Roberto Heredia leads an accomplished and dedicated crew who crack fills the city of San Angelo streets daily.

For more information or to schedule an onsite demo, contact Asphalt Sales and Marketing Manager Kevin King at 903-894-4520 or kevin.king@martinmlp.com.

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Precinct Tracker Road & Bridge

Rising costs, budget dollars stretched thin, and more recordkeeping demands are just a few of the issues that make it essential to have the right tools. Precinct Tracker Road & Bridge is the software tool you need to tackle those issues – with more ease, efficiency and economy than you thought possible!

Save Time

Do you need more information and reports than ever before – annual road reports, road rating and condition reports, budget reports and more? But your spreadsheets have become too over-sized? Or you waste too much time searching through paper records? Precinct Tracker is the more efficient way to get answers and reports – with easy search features and informative reports.

Save Money

How much did labor and materials cost at a work site? What were the repair costs last year for each piece of equipment? The right information can be a valuable tool at budget time or for day-to-day decision making. Precinct Tracker Road & Bridge can answer those questions and many more by documenting work and expenses in a convenient, well-organized and useful way.

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Southern Tire Mart

Government/Texas

Southern Tire Mart is the largest independent commercial tire dealer and retread manufacturer in North America. With a keen focus on customer service and being the solutions provider to the transportation industry, Southern Tire Mart continues to rank #1 in sales.

Southern Tire Mart serves customers with over 60 stores in nine states – Texas, Oklahoma, Arkansas, Louisiana, Mississippi, Tennessee, Georgia, Florida and Nevada. In Texas you’ll find 25 stores – Abilene, Amarillo, Austin, Beaumont, Bridgeport, Bryan, Carrizo Springs, Corpus Christi, Dallas, Fort Worth, Gainesville, Harlingen, Houston, La Porte, Laredo, Longview, Lubbock, Midland/Odessa, Pharr, San Antonio, Sulfur Springs, Texarkana, Tyler, Waco and Wichita Falls.

Southern Tire Mart is your authorized dealer for Bridgestone, Firestone, Continental, General and Yokohama truck tires as well as Bandag retreads. With tire stores, retread plants and service facilities strategically located across the South Central U.S., Southern Tire Mart can effectively service most, if not all, medium, commercial, OTR and industrial tire needs. From big rigs and off-road vehicles to light trucks, pick-ups and SUVs, our trained personnel advise clients on the best tires for specific jobs and uses.

Southern Tire Mart is on the Texas Association of School Boards Purchasing Cooperative “Buy Board” Tire Contract. Our skilled sales team works hard to provide our customers the highest quality products at the best price. Remember, purchasing from an approved tire contract frees the county from going through the bidding process and affords the county high quality tires at a low price. Southern Tire Mart provides direct billing on 30-day accounts for government entities.

Give us a call and find out why Southern Tire Mart is #1 in North America!

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Waukesha-Pearce Industries, Inc.

Focus on Attachments

In today’s world of tight budgets, expanding road and bridge operations, and rising equipment costs, it is critical that all earth-moving equipment in your operation be utilized to the very maximum. As you may be aware, there are over a hundred different attachments now available from Waukesha-Pearce Industries (WPI) that have been designed for that very purpose. The attachments range in scope from simple forks for wheel loaders or skid steer loaders, to earth augers for mini excavators or compact track loaders, to rotating scrap orange peel grapples or magnets for material handlers, to hydraulic hammers for excavators. These attachments save thousands of dollars in operating costs (compared to specialized equipment) and dramatically increase productivity.

WPI works with our customers in determining the right attachment(s) to meet their needs and equipment – regardless of the brand of that equipment. WPI has teamed with NPK and Paladin Attachments (JRB, CP, Bradco, FFC, Sweepster and McMillan brands) to offer our customers only the highest quality attachments specific to their projects. Other examples of attachments available from WPI include:

Extreme Duty Ground Shark Brush Cutter is designed to clear medium- to heavy-density brush and hardwoods up to 7” in diameter. When the exclusive patent-pending retractable forward shield comes in contact with a tree, it moves up and back to expose the entire cutting edge of each blade, while protecting the operator from flying debris. Mounted on either skid steer (SSL) or compact track loaders (CTL), it is ideal for use in clearing underbrush, maintaining drainage ditches, and reducing storm debris to mulch.

For mounting on either SSL or CTL units, the Concrete Claw is ruggedly designed for removing concrete sidewalks and driveways and can be used for shrub and stump removal. The just-introduced JAWZ Grabbing Tool is a patented hydraulic attachment for removing invasive trees and shrubs of all sizes. Vegetation is removed in a single pass, including the roots, without resorting to burning, cutting or herbicides used in traditional land and vegetation management.

Available for mounting on Excavators, Material Handlers, Wheel Loaders, CTL and SSL equipment, Scrap Grapples (solid floor) and Brush Grapples (open tines) feature patented grapple pins and cushioned cylinders and high strength steel for use in tough operating conditions. Essential for trash and brush removal after storms, the grapples are also used in construction, scrap, and recycling operations.

Sweepers and Brooms for mounting on SSL and Wheel Loaders include a wide variety of models for street cleanups around job sites, as well as maintenance of storage facilities and warehouses. Sweepers (which collect the debris in hoppers) and brooms (open brushes and windrowing) can include hydraulic angel, water sprays, and specialized brush types and widths to match the carrier.

Trenchers are available for SSL and CTL equipment for trenching up to 12” wide and up to 48” deep. Side shifting is available for working close to walls, and the track width of the CTL eliminates damage to turf when properly used. Severe duty componentry allow the equipment to be used in all soil conditions, and the “standard” carrier is well equipped for backfilling. Applications include replacement of residential water/sewer lines as well as new installations.

As stated, attachments from WPI can be mounted to all brands and product models of side steer and compact track loaders and many other earth moving brands, reducing the need of single purpose, specialized equipment.

For more detailed information on the attachments listed or on other attachments now available, visit www.paladinattachments.com or the WPI website at www.wpi.com. For pricing and availability, contact Pete Crabtree, WPI Utility Manger, at crabtp@wpi.com, or call 713-723-1050. WPI can and will assist you in finding proven solutions to your specific needs.

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Yellowhouse Machinery Co., John Deere Edging Out the Competition in Foard County

Foard County Judge Mark Christopher and the County Commissioners recently replaced their Caterpillar machinery with John Deere. When it came time to make a final decision, the Commissioners Court prioritized the following:

Power
Reliability
Product Support
Hassle-free Warranty

Based on a thorough look at these important areas, the Commissioners Court ultimately selected Deere over CAT. In fact, Foard County did not just purchase one unit to test; rather, Foard County replaced two motor graders and one loader…all with Deere.

The productivity rating of Deere equipment has skyrocketed, thanks to the comfort level of the equipment; operators report being comfortable in the machines for a full day.

The pulling power of the Deere 672G is remarkable. The six-wheel drive function has helped our operators maintain areas of the county that have never been able to be maintained. The serviceability is by far the best in the market with the easy access filters.

When asked to rate his experience with Yellowhouse and Deere, Judge Christopher was nothing but complimentary.

“Yellowhouse (Deere), by far, has the best machinery in the business. We have great people to work with, and now we have the warranties to back it up,” Christopher declared.

“Deere can have great warranties because their machines are that good. They will be the only machines in Foard County. The bottom line: When they tell you that is what they will do, they will indeed do it. Their word is gold,” the Judge emphasized.

“Overall, I see the county buying more Deere machines in the future with the relationship and the working partnership we have built together,” Christopher concluded.

Yellowhouse Machinery Co. is the oldest John Deere construction dealer west of the Mississippi with nine locations in Texas and Oklahoma.

County Roads 101

July 1, 2014 by Christi Stark

By Julie Anderson, Editor

County Progress is regularly asked for information on the varied county road systems. The text below provides a simple explanation of each system and the related Commissioners Court responsibilities, along with updated information on statutorily required road reports.

The Basics

A county road is a public road that has been accepted for maintenance by the Commissioners Court pursuant to the standards set by the Commissioners Court. These roads are located in the unincorporated areas of the county.

There are many roads within the county that are not county-maintained roads including:

private roads constructed in private subdivisions, maintained by the private residents/homeowners association;
interstate highways, U.S. highways, state highways, farm-to-market roads, spurs, and park roads maintained by the Texas Department of Transportation;
roads within an established subdivision that have not been accepted for maintenance, therefore are still the responsibility of the developer; and
roads within the incorporated limits of cities, villages, towns or other entities, maintained by those entities.

With regard to the authority of the Commissioners Court, Bob Bass, attorney with Allison, Bass & Magee, LLP, cites the Transportation Code and the Local Government Code.

According to Chapter 251 of the Transportation Code, the Commissioners Court is to “make and enforce all reasonable and necessary rules and orders for the construction and maintenance of public roads except as prohibited by law.”

Article 16, Section 24 of the Texas Constitution, together with Chapters 251, 258 and 281 of the Texas Transportation Code, allow the County Commissioners Court to lay out and establish, change, and discontinue public roads and highways, and to exercise general control over all roads, highways, ferries, and bridges in their counties.

Road statutes and legal opinions offer additional guidelines delineating authority and limitations:

An individual County Commissioner has no authority to establish a county road.
Roads should be classified as 1^st, 2^nd or 3^rd class roads.
The Commissioners Court may establish or change the status of a county road.
The county cannot maintain a private road.
County labor, materials, and equipment cannot be used on private property. (Note that by way of Article 3, Section 52f of the Texas Constitution, counties with a population under 5,000 may perform work on private roads for a fee, with all proceeds to support county road maintenance.)
It is vital to have clear authority for maintenance on all roads in the county inventory.

Working the Systems

Chapters 251 and 252 of the Texas Transportation Code discuss general county authority relating to roads and bridges and systems of county road administration, respectively. The first two road management options are generally known as precinct systems, whereby County Commissioners oversee the roads in their individual precincts.

1. Road Supervisor System – Chapter 251.004

The County Commissioners are the supervisors of the public roads in a county unless the county adopts an optional system of administering the county roads under Chapter 252.

The statute requires a County Commissioner serving as a road supervisor to supervise the public roads in the Commissioner’s precinct at least once each month and make a report during the ninth month of the county’s fiscal year. See the Required Road Report section on page 14 for a detailed explanation of this required report.

2. Ex Officio Road Commissioner System – Chapter 252.001

The County Commissioner takes care of the roads in the Commissioner’s precinct. Under rules adopted by the Commissioners Court, the Commissioner directs the laying out of new roads, construction or changing of roads, and building of bridges. Subject to authorization of the Commissioners Court, the Commissioner can hire employees, to be paid from the county road and bridge fund. While this section of the statute does not specifically reference a road report, the statute does state that “an ex officio road Commissioner has the duties of a supervisor of public roads…” One of the duties of a supervisor, according to Chapter 251.004 is, indeed, completing a road report. In other words, County Commissioners who supervise their precinct roads as part of the Ex Officio Road Commissioner System are required to complete a road report, confirmed Bass.

In the remaining three systems described in the statute, roads are primarily managed by employees other than the County Commissioners.

3. Road Commissioner System – Chapter 252.101

The law allows County Commissioners to employ up to four Road Commissioners who are subject to the control, supervision, orders, and approval of the Commissioners Court. The Road Commissioner ensures that roads and bridges are kept in good repair, establishes a system of grading and draining public roads, and spends funds as needed on the public roads, bridges and culverts. Road Commissioners may use road districts separate from precincts or operate under a countywide or consolidated system. The Road Commissioner is required to give regular reports to the Commissioners Court.

While the elected County Commissioners still maintain ultimate control over the roads, the appointed Road Commissioner oversees the daily activity.

4. Road Superintendent System – Chapter 252.201

This system is sometimes referred to as the “voluntary unit system.” In this system, the Commissioners Court appoints a Road Superintendent for the county or one Road Superintendent for each precinct for a two-year term. Work performed under the Road Superintendent is subject to the general supervision of the Commissioners Court. The Road Superintendent directs the laying out, construction, changing and repairing of roads and bridges and other related duties including grading and draining. The Road Superintendent is required to file a sworn report at each regular term of the Commissioners Court.

5. County Road Department System – Road Engineer or Road Administrator – Chapter 252.301

This system, commonly referred to as the “referendum unit system,” requires a petition signed by at least 10 percent of the numbers cast in the last election for governor. The petition is presented and certified by the clerk, like any other election, and then goes on the ballot.

According to the statute, “The ballot for the election shall be printed to permit voting for or against the proposition: ‘Adopting the Optional County Road System in _______ County.’ ” If passed, the countywide system is imposed upon the county and cannot be done away with except by another petition and vote.

The system creates a county road department that includes the Commissioners Court as a policymaking body and the County Engineer as the chief executive officer. The Commissioners Court appoints a licensed, professional engineer for an indefinite term. If a county cannot for good reason hire an engineer, the law allows the county to appoint a County Road Administrator who has had experience in road building or maintenance or other types of construction work.

Two key elements make this system unique. First, every road activity, whether it be construction, maintenance, or use of county road department equipment, is “to be based on the county as a whole without regard to Commissioners’ precincts,” according to the statute.

Second, while the Commissioners Court maintains general policymaking authority, the County Engineer or Road Administrator is the executive officer, meaning he or she makes key decisions including hiring and firing, Bass specified. This contrasts with the Road Commissioner and Road Superintendent systems, in which the Commissioners Court maintains a supervisory role. The County Engineer is also required by §252.309 of the Transportation Code to prepare and file full reports on all aspects of road maintenance.

Required Road Report

Chapter 251.004 of the Transportation Code states that County Commissioners are the supervisors of the public roads in a county unless the county adopts an optional system of administering the county roads under Chapter 252 of the Texas Transportation Code.

Chapter 251.005 states that a County Commissioner who serves as a road supervisor is required to make a report during the ninth month of the county’s fiscal year showing:

the condition of each road or part of a road and of each culvert and bridge in the Commissioner’s precinct;
the amount of money reasonably necessary for maintenance of the roads in the precinct during the next county fiscal year;
the number of traffic control devices in the precinct defaced or torn down;
any new road that should be opened in the precinct;
any bridges, culverts, or other improvements necessary to place the roads in the precinct in good condition, and the probable cost of the improvements; and
new requirement per Chapter 251.018: primary cause of any road, culvert or bridge degradation if reasonably ascertained.

In the 83^rd Legislative Session, the Legislature provided for County Energy Transportation Reinvestment Zones. This legislation imposed a new reporting requirement by inserting a new section into Chapter 251 of the Transportation Code. This new section, Chapter 251.018, requires a road report for all counties, including those operating under either Chapter 251 or Chapter 252, to include in all previously required reports a statement of the “primary cause of any road, culvert or bridge degradation if reasonably ascertained.” This provision is tied to an effort to identify and track the costs to the state and county for road damages attributable to heavy truck traffic in the oil and gas sector. As a consequence, all Texas counties are now required to track the cause of degradation of roads, if ascertainable, and to retain these records for audit purposes if that county is participating in the Texas Infrastructure Grant Fund program.

For Chapter 251 counties (non-unit systems), the road report “shall be entered in the minutes of the Commissioners Court to be considered in improving public roads and determining the amount of taxes imposed for public roads.” In addition, “the report shall be submitted, together with each contract made by the Commissioners Court since its last report for any work on any road, to the grand jury at the first term of the district court occurring after the report is made to the Commissioners Court.”

Chapter 252 counties (unit systems), are not required to file their reports with the grand jury.

As stated earlier, Chapter 252.001 defines the Ex Officio Road Commissioner System, commonly referred to as the precinct system, whereby the County Commissioner takes care of the roads in the Commissioner’s precinct. The language in this section specifies that “an ex officio road Commissioner has the duties of a supervisor of public roads…” One of the duties of a supervisor is, indeed, completing a road report (see page 17 for a sample road report).

Chapter 252 describes who is responsible for road-related reports in the three remaining systems.

Chapter 252.107 requires a “Road Commissioner” to file reports at each term (meeting) of the Commissioners Court.

Chapter 252.207 requires a “Road Superintendent” to file a sworn report at each regular term of the Commissioners Court.

Chapter 252.309 sets out the duties of a “Road Engineer” or “Administrator” who shall maintain detailed records of all county expenses related to road maintenance.

“The road report is statutorily required as a basis for budgeting, so complaints of the necessity for such reports are misplaced,” Bass declared. “Additionally, if used consistently, the road report will have a very beneficial effect as evidence of county maintenance on those occasions the county is required to defend the status of a disputed roadway.

“The practice of maintaining an annual road report is both common sense from a management perspective and of real value if used consistently,” Bass continued. “The establishment of a routine practice of documenting road maintenance costs, in terms of the statutory format, will result in much better financial support for preparation of the county budget, and will allow each precinct to better demonstrate its unique needs for funding.”

New Tools Promote Traffic Safety in Work Zones

October 1, 2013 by Christi Stark

By Howard McCann, P. E

The Texas Department of Transportation (TxDOT) recently initiated the use of two new safety tools that are available to county road crews: Automated Flagger Assistance Devices (AFADs) and Work Zone Temporary Rumble Strips.

An AFAD is a “flagger assist” device that allows flaggers to remotely control traffic while being positioned out of the lane of traffic. In an era in which drivers face many distractions, the Work Zone Temporary Rumble Strips, which can be both felt and heard, help to alert drivers and gain their attention.

AFADs are a relatively new device. In late 2004 and in early 2005, the Federal Highway Administration (FHWA) issued interim approval memos for the optional use of AFADs “to reduce flagger exposure to highway user traffic.”

Since that time, the use of AFADs has been incorporated into the Federal Manual on Uniform Traffic Control Devices and into the Texas Manual on Uniform Traffic Control Devices (TMUTCD). As stated in the FHWA’s approval memo, “The primary benefit is to enhance the safety of flaggers while also maintaining positive control of traffic approaching the Temporary Traffic Control Zone.”

There are two types of AFADs: a STOP/SLOW AFAD, and a Red/Yellow Lens AFAD.

To stop traffic, the Red/Yellow Lens AFAD displays a red lens, and a gate arm with a flag then lowers across the lane.

To release traffic, the Red/Yellow Lens AFAD displays a flashing yellow lens, and the gate arm raises.

Maintenance on two-lane, two-way rural roads is typically done by closing down one side of the road for repair, with traffic flow in the other lane alternating under the control of flaggers. Flaggers are still present when AFADs are used, but with one big difference: The remote control feature of the AFADs allows the operator/flagger to be positioned out of the lane of traffic. The flagger is also relieved of the job of holding the STOP/SLOW paddle and other related duties.

In addition to allowing the flagger to be positioned away from traffic, the AFAD system has the inherent advantage of allowing the flaggers to put more of their focus and energy into observing and controlling traffic – a substantial safety benefit to both drivers and workers.

The TMUTCD includes several stipulations regarding the use of AFADs including the following statement: “AFADs should not be used for long-term stationary work (work that operates a location more than three days).”

Work Zone Temporary Rumble Strips

In November 2012, TxDOT developed the new Work Zone Temporary Rumble Strip standard sheet, WZ(RS)-12, for use on temporary lane closures to enhance safety. The temporary rumble strips are to be used on one-lane, two-way flagging operations with a posted speed limit of 70 mph or less, and lane closures on conventional highways with a posted speed of 70 mph or less.

A warning sign precedes the Work Zone Temporary Rumble Strips.

Temporary rumble strips can be both felt and heard, and help to command the drivers’ attention.

In summary:

AFADs allow flaggers to be further separated from harm’s way.

By freeing flaggers of the duty of holding the STOP/SLOW paddle, the AFADs allow flaggers to operate much more as “traffic controllers” who focus their efforts on traffic control and promote safe conditions for both drivers and workers.

AFADs are mechanical devices placed in a stationary position adjacent to the traffic lane. They deliver a uniform, clear, and consistent message. Yes, this can be achieved through the use of a flagger using a conventional STOP/SLOW paddle, but the mechanical nature of the AFAD operation helps to minimize the risk of human errors.

Drivers face many distractions today, and the Work Zone Temporary Rumble Strips help alert drivers and command their attention. H

Road & Bridge Product Spotlight • July 2013

July 1, 2013 by Christi Stark

Asphalt Zipper: The Most Versatile Road Repair Tool on the Market?

Here are a few of the many ways that show how versatile the Asphalt Zipper really is for repairing damaged roads:

FULL-DEPTH RECYCLING

ROAD SHOULDER REPAIR

Many counties repair dangerous road shoulders and often widen country roads by stabilizing the shoulder’s base using the Asphalt Zipper.

GRAVEL ROAD REPAIR

ROAD BASE PRODUCTION

Counties in West Texas are using the Zipper to produce their own base in caliche, lime rock and limestone pits, eliminating the need to haul it in.

PATCHING

Counties and cities love the Asphalt Zipper for fast, effective asphalt patching including potholes, alligatored asphalt, shoving and rutting.

In addition, the Asphalt Zipper is very versatile because of its proprietary bucket slot, allowing it to be mounted on the bucket of virtually any loader in any part of your county.

The Asphalt Zipper also comes with its own safety certified trailer so it can be easily transported to any work site by a ¾- or 1-ton truck. This can save thousands in mobilization costs charged by contractors.

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Environmental Products and Applications

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Ergon Asphalt & Emulsions: Ergon’s “e-Series” Takes Pavement Preservation Forward

Ergon Asphalt & Emulsions consistently develops innovative new products to preserve today’s roadways so that they can continue to serve us well into the future. Mindful of the fact that many roads are in poor condition due to insufficient funding, the company has focused on creating cost-effective pavement preservation solutions. Preserving existing roads is the best option for many in the road industry, whether it’s due to cost, the environment, safety, or other factors. And with the new e-Series of products developed by Ergon Asphalt & Emulsions, they’re able to perform this work faster and more efficiently while achieving better results.

Four new products, eTac bond coat, ePrime prime coat, eScrub rejuvenating chip seal, and eFog rejuvenating fog seal, were developed by the company’s leading asphalt research and development laboratory, Paragon Technical Services, Inc. Each product is designed to provide better results or more innovative features than its conventional counterparts. ePrime, for example, works like an ordinary prime coat but does not contain any solvents, making the product safe for workers and the environment, and eliminating the risk of fire or explosion. It opens the door for crews to protect roads in areas that could not previously be primed due to environmental or safety concerns. Best of all, ePrime does this without any performance hit when compared to conventional primes, and saves time by supporting paving immediately after application.

eTac bond coat is Ergon Asphalt & Emulsions’ solution for adhesion between pavement layers. Many in the industry have been asking for a tack or bond coat that offered strong adhesion and reduced the amount of material that could be tracked across surrounding pavements. eTac’s premium composition minimizes tracking and provides a solid bond between asphalt layers. It is created with an asphalt base that is similar to asphalt used in overlays, resulting in excellent compatibility.

eScrub rejuvenating chip seal is a combination treatment that bridges the gap between pavement preservation products and conventional mill and fill. Using a single-step apply-and-scrub method, it can eliminate mass cracking in roadway surfaces for less than half the cost of a mill and fill. The rejuvenating agent contained within eScrub restores the quality and durability of the existing pavement. Another combination treatment created by Ergon Asphalt & Emulsions is eFog. eFog is a rejuvenating fog seal that can extend the life of open graded friction courses and worn chip seal surfaces by two-three years, allowing for seven-10 year lifecycles. As a rejuvenating product, it too restores qualities in the existing asphalt thereby improving overall quality and durability.

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Martin Asphalt Company: “This little black line…is your FIRST line of defense to protect your pavement investment.”

As county, city and state DOT budgets diminish, so does the quality and integrity of the infrastructure associated with these entities. The cost of replacing or rebuilding this infrastructure is overwhelming; therefore, the best use for hard-earned tax dollars during lean periods is to stop the deterioration before it gets too far gone.

Speaking specifically about pavements and roadways, keeping water from entering your pavements is one of the primary keys to extending the life of pavements. There are several tools that address “sealing” pavements. Whether it is chip seals, slurry seals, fog seals or crack sealing, each is critical and has a necessary role in pavement preservation management. However, research has proven that cracks in excess of ¼” in width need to be sealed with a crack sealant material prior to any subsequent applications of chip seals, etc. The reason is that these cracks of ¼” or greater will tend to permeate thru other paving layers thus creating the same concern, that the water can still get in.

EZ-7® emulsion cold applied sealants by Martin Asphalt addresses these concerns in a fashion that is safe, EZ, and effective in addition to providing several performance and cost benefits.

TxDOT has tested and proven that EZ-7® cold applied sealants flow easily down into the crack forming a “flush fill” type of seal. Hot applied sealants bridge the cracks in more of an “over-band” seal; therefore, the surface membrane is thicker and much more subjective to tracking under traffic as well as flushing or bleeding thru subsequent paving layers to include hot mix asphalt overlays. The EZ-7® cold applied sealant has a very thin surface membrane that does not bleed thru or negatively affect future paving layers, making EZ-7® cold pour sealant the ideal material to use in a comprehensive pavement management system.

EZ-7® cost advantages exist in a significantly reduced start-up and clean-up time, and no fuel cost is incurred for pre-heating. Not to mention the equipment savings…you can be sealing cracks for about $3,000 worth of equipment with EZ-7® compared to over 10 times more than that for hot poured equipment. The safety aspect of EZ-7® from not having hot surfaces, hot material, or additional fumes and vapors that put your employees in harm’s way makes EZ-7® the preferred sealant for in-house maintenance crews.

For information on this product or to schedule an onsite demo please contact Noelle Kornegay at 713-350-6860 or via email at noelle.kornegay@martinmlp.com.

By Kevin King, Manager, Asphalt Sales and Marketing, Martin Asphalt Company, kevin.king@martinmlp.com, 903-521-5104, www.martinasphalt.com.

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Precinct Tracker Road & Bridge

With costs rising and budget dollars stretched thin, it’s essential to know where the dollars are going. Precinct Tracker Road & Bridge is the right software to handle that job – with more ease, efficiency, and economy than you thought possible!

Save Money

How much did labor and materials cost at a work site? What were the repair costs last year for each piece of equipment? What services were requested the most? The right information can be a valuable tool at budget time or for day-to-day decision making. Precinct Tracker Road & Bridge can answer those questions and many more by documenting work and expenses in a convenient, well-organized, and useful way.

Save Time

Do you spend too much time trying to generate reports? Have your spreadsheets become over-sized and cumbersome? Are you wasting time looking through paper records for answers? Precinct Tracker is the more efficient way to get answers – with easy search features and informative reports, many just one click away!

Save Effort

The right software shouldn’t be hard to use! Precinct Tracker is easy to learn and easy to use, but with the power and features you need to get the job done. Expensive training sessions aren’t necessary either – saving scarce time and resources. And long-term savings will grow because the user-friendly format ensures continued service for years to come.

Save More Money

Precinct Tracker is the economical choice in software today, with cost-effective pricing for over-stretched budgets. Save money with one convenient program instead of multiple modules, and save valuable time because we get you up and running quickly. Precinct Tracker is available for Single Precinct, Multi-Precinct, or Unit Road systems.

Discover for yourself why Precinct Tracker Road & Bridge is the right software! Contact us today at 1-877-373-1079, send an e-mail to info@PrecinctTracker.com, or visit our website at
www.PrecinctTracker.com.

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Southern Tire Mart

Southern Tire Mart is the third-largest commercial tire dealer and the top Bandag retreader in the United States with stores in Arkansas, Florida, Louisiana, Mississippi, Nevada, Oklahoma, Tennessee and Texas.

Texas has grown to 23 stores in Abilene, Amarillo, Austin, Beaumont, Bridgeport, Bryan, Corpus Christi, Dallas, Fort Worth, Gainesville, Harlingen, Houston, LaPorte, Laredo, Longview, Lubbock, Odessa, Pharr, San Antonio, Texarkana, Tyler, Waco and Wichita Falls.

Southern Tire Mart is an authorized dealer for Bridgestone, Firestone, Continental, General and Yokohama truck tires and is an authorized Bandag retread dealer with six retread plants in Texas.

Southern Tire Mart continues on the Texas Association of School Boards Purchasing Cooperative “Buy Board” Tire Contract. We are also an approved vendor for the Texas Multiple Award System, TX MAS, which currently functions as the State of Texas tire contract. Just call us, and we will get the least expensive price from all these contracts.

In addition to new tires and retreading, we offer tire services ranging from passenger/light truck tires to large off-the-road tires. Several stores also offer alignment services. Purchasing from an approved tire contract frees the county from going through the timely bidding process and affords the county a high-quality tire at a low price.

Southern Tire Mart has trained personnel at each location to advise clients on which tire is best for a particular job. We offer everything from passenger to large off-the-road tires in various brands, and have direct billing on 30-day accounts for government entities.

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Trinity Expanded Shale & Clay (ESC) – TXI Expanded Shale & Clay (ESC) is now Trinity Expanded Shale & Clay (ESC)

What’s different at the Streetman Lightweight plant in Streetman, Texas? The name has changed, but nothing else. We’re still providing Texas counties, cities and TxDOT the highest quality maintenance aggregate in the state, but we’re now doing so as Trinity Expanded Shale & Clay (ESC).

What isn’t different at the Streetman Lightweight plant? Us! Our commitment to you, the quality service and products we are so proud to offer, and our expertise are still the same. There isn’t another aggregate in the State of Texas as versatile as our expanded shale. While most of our highway production goes to seal coats used across the state, Texas counties and Louisiana parishes also use lightweight aggregate in numerous cost-effective ways because this one material can be used for so many different applications.

Our expanded shale lightweight aggregate is a TxDOT-rated SAC “A” material, the highest rating given by the state. Plus, it will not break windshields and will not polish, which creates a safer, more skid-resistant surface. Micro pores on the aggregate particle give it an affinity for asphalt, which means you can use less aggregate and have less rock loss. The lighter-weight material reduces loaded truck weights on your roads and puts less stress on your equipment and employees. The absorption characteristics also make it a great way to treat bleeding asphalt pavements or hazardous spills you may encounter. All these qualities make it perfect for air injection patching machines as well as crack sealing.

According to TxDOT, most of our roads were built between 1942 and 1972. Overall, Texans now drive 480 million miles every day on those aging roads, which is a lot of wear and tear. With more and more people moving to Texas each day, preserving your roads is a must.

Give us a call to find out how Trinity Expanded Shale and Clay can help solve your problems. Please call Highway Sales at 972-824-3012 or go to www.trinityesc.com.

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Waukesha-Pearce Industries, Inc. – Is it Time to Retire Your Backhoe Loader?

According to several articles in industry publications, many traditional backhoe-loader users are experiencing dramatically increased productivity with significant cost reductions by simply replacing their backhoe-loader with a compact track loader and a mini-excavator. In these days of extremely tight budgets and expanding road and bridge operations, productive use of your equipment assets is critical. The combination of track loaders and mini-excavators reduces the amount of time spent by employees waiting for the BHL to finish a specific function and assures faster completion of a vast majority of road and bridge (R&B) projects. WPI can assist you in finding proven solutions for your specific needs.

Versatility is the Key

The TAKEUCHI TB138F mmini-excavator is the most efficient unit for typical R&B operations. Capable of digging to 10’11”, it out performs backhoes by up to three times (primarily due to ease of movement without the need to deploy/raise outriggers) and is capable of working in confined spaces that cannot be reached by a backhoe. Equipped with Takeuchi’s patented hydraulic STS Offset Boom, the machine can safely trench next to walls and other obstructions from either side of the machine. Standard with auxiliary piping to the arm, the TB138FR can be used with hydraulic breakers, thumbs and grapples, as well as a wide selection of buckets. Weighing in at less than 8,400 pounds and equipped with 13.8” rubber tracks, the unit is easily transported and greatly reduces damage to lawns, sidewalks and curbs.

The TAKEUCHI TL10 track loader is the workhorse of R&B operations. Weighing approximately 10,400 pounds with a SAE certified lifting capacity of 2,400 pounds (stnd), the TL10 is equipped to use a multitude of bucket types and operating attachments (augers, breakers, brooms, brush cutters, cold planners, dozer blades, grapples, mowers, mulchers, pallet forks, rakes, sweepers, tillers, trenchers and more). Standard with a 92 hp turbo-diesel engine, 2-speed travel, and 17.7” tracks, the TL10 is the “go anywhere” machine for all projects. With ground pressure under 4.5 psi, damage to curbs, sidewalks and lawns is virtually eliminated.

WPI Construction Machinery knows the equipment is only as good as the support available to you. Nine fully equipped service centers located throughout South and Central Texas staffed with factory-certified service technicians assure your equipment will remain working on the job. And, be assured, we will be there when you need us.

For more information or demonstrations, visit our website at www.wpi.com,or contact Pete Crabtree Waukesha-Pearce Industries, Inc., Construction Machinery, 713-551-0371, email wpicmd@wpi.com.

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Yellowhouse Machinery Co.: Childress County Chooses Eight John Deere Motor Graders Over the Competition

Childress County is located on the southeast edge of the Texas Panhandle. They maintain hundreds of miles of rugged county roads among their four precincts. This requires a machine that will stand up to the hot sandy soil and clay in the summer, and the slick, icy, snow-packed roads of winter. They found out how to achieve both by teaming with Yellowhouse Machinery Co. in Amarillo.

Leasing eight new motor graders at one time is not a common practice in Childress County. Lyall Foster, long-time commissioner of Precinct 3, said, “The only way we were able to achieve this is through the leasing program, which cut our cost of operation substantially. Another plus is the comprehensive warranty provided through John Deere. It just makes sense with less money to do more things.”

Precinct 3 tenured employee Junior Sullivan said, “I love everything about my new 672G. I had blade controls set up on one side for me, personally. This allows me to make turns and curves using only one hand. I also really like having a steering wheel.”

Precinct 2 Commissioner Mark Ross said the timing just seemed right to purchase all eight machines.

“Our old motor graders were beginning to wear out. It was time for an upgrade. We were beginning to have to spend more money than we liked, and that wasn’t going to end any time soon. John Deere had a program where we were able to add drive time and mileage to our new machines. Now we do not have to budget for wear and tear or downtime on our new machines. If we breakdown, Yellowhouse sends out a field tech to fix what is broken at no cost to the county. This was a huge plus to all four of our precincts,” Ross said.

Another reason Childress County went with John Deere is due to the operating system. Each employee had the option of setting up their own motor grader. Like Sullivan, Precinct 1 employee Ricky Watson said he also liked the option of having the blade control on one side.

“The John Deere set up is second-to-none,” Watson said. “I love the ease with which I can now blade roads. The cab has plenty of room. The seat is like a recliner, and the control options really sold me on the Deere.”

When asked about the most surprising feature from the older unit to the new one, Watson said, “The air conditioner on my new machine is awesome! We have temperatures in the 100-110 range here in the summer, and you just can’t beat having a cold cab to work in.”

Childress County is definitely enjoying their new machines. They want what is best for their county, and purchasing Deere graders was the best overall choice for them.

Yellowhouse Machinery Co. has been in business since 1958 with stores in Amarillo, Lubbock, Abilene, Odessa, San Angelo and Wichita Falls in Texas, and Sand Springs, McAlester and Enid in Oklahoma. Serving our customers proudly for over 55 years!

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