Heavy equipment machinery

Everyone from highway engineers to frustrated motorists has fantasized about a machine that would move steadily down a road, gobbling up bad pavement in front and leaving a trail of perfect pavement in the rear. No more construction backups. No more breathlessly expensive rebuilds. No more pockmarked, rutted roads waiting to break axles and bend wheels.

Although pavement recycling technology has not yet evolved to fulfill that fantasy, the industry is getting closer.

Cold planing, cold-in-place recycling, and hot-in-place recycling are accepted, widely used techniques for rehabilitating flexible pavements with surface course imperfections. Each delivers a piece of the road-renewal dream, leaving in the wake of its recycling train a smooth, flat surface that is accomplished relatively quickly and inexpensively.

In recent years, another recycling technology has gained popularity in North America — full-depth reclamation. It comes even closer to the road-renewal dream because it gives pavement managers a fast, inexpensive, long-wearing alternative to rebuilding roads that require major repairs or total reconstruction.

While the other recycling technologies grind off a portion of the surface course of asphalt and replace it, full-depth reclamation penetrates the entire flexible pavement section and a predetermined portion of the base material, uniformly pulverizing and blending them together to produce a stabilized base course. Thus, FDR can correct deficiencies in the base as well as the bound asphalt layers.

Full-depth reclamation technology can be utilized to depths of 12 inches or more; the most typical applications involve depths of 6 to 9 inches. As it pulverizes and mixes, the road reclaimer can also meter in precise amounts of additives to further enhance the structural characteristics of the stabilized base course. Its benefits start with the fact that FDR completely erases deep pavement cracks, eliminating the potential for reflective cracking. It also allows for cross-slope and profile grade adjustments, and road widening is easily accomplished.

The Evolution

At the heart of full-depth reclamation is a small fleet of road reclaimers, machines that use milling drums similar to those found on milling machines, but which are designed to cut and mix at much greater depths. Road reclaimers evolved from machines designed to handle mass production soil stabilization work. Indeed, the only difference between many of today’s reclaimers and soil stabilizers is the milling drum.

These machines have been in use in Europe and in North America for many years, but their suitability for FDR, North American style, has evolved with the advent of high-horsepower diesel engines. Powered by engines as big as 800 horsepower, today’s reclaimers cut harder and deeper, mix faster, and cover more ground than ever before. And with these improvements, popular FDR applications have broadened from low volume country roads to include city streets and medium volume roadways.

The classic application for FDR is a secondary or tertiary road with a 2- to 4-inch asphalt overlay on a compacted base. When the overlay is too deeply cracked or rutted for a mill-and-fill remedy, full-depth reclamation is the next cheapest alternative — and it can produce a much longer-lasting solution.

The full-depth reclamation process is fast and straightforward. A reclaimer pulverizes and mixes the asphalt and base material, creating a strong new base. The reclaimer is typically followed by a grader, a water truck, and various compactors. Minutes after the last compactor completes its pass, the road can usually be opened to traffic until the contractor is ready to apply the final surface treatment.

For some low-traffic roads, the surface treatment can be as simple as a double chip seal. For higher traffic roadways, the FDR operation is typically followed by an asphalt overlay, creating a new road that should have much better wear and load-bearing properties than the old road. More to the point, say FDR advocates, the new road is the equivalent of a traditionally rebuilt road in terms of life expectancy, wear, and load-bearing characteristics, but it costs a fraction as much and can be completed with far less interruption of traffic.

Full-depth reclamation can be used to rehabilitate and improve gravel roads, and it has also been used on major highways, including interstates. There have even been cases where a road was first milled, to reduce the bound asphalt depth to an appropriate thickness, so that FDR techniques could be applied. This milling is also sometimes done to allow for proper curb reveal on curb and gutter streets or to control grade prior to the subsequent asphalt overlay.

The full potential of full-depth reclamation is still being defined, but it has emerged as an important and valuable option for road managers to consider as they search for budget-stretching solutions to the thousands of miles of roads in Canada and the U.S. that can no longer be cost-effectively repaired.

http://www.wstabilization.com/download/files/What%20is%20Full-Depth%20Reclamation.htm

As anyone who lives in the Upper Midwest knows, roads and road repairs are a way of life. There’s no getting around it, especially in a climate that sees such wide temperature variances and growing volumes of heavy traffic.

Nowhere are these conditions more evident than in North Dakota, which endures severe winters that cause lots of damage to road surfaces. The state’s roadways also take a beating from vehicles with heavy loads, including semi trailer trucks, tractors and other farm implements.

The Maintenance Division of the state’s Department of Transportation gets a head start repairing all this damage with a crack pouring program while snow is still on the ground and highways are frozen.

"We use road oil, MC-3000 cutback oil, dump it into cracks to coat the edges," said Mike Kisse, program director. "The intent is to coat the edges so they won’t dry out and chip more. When the weather is warmer, the cracks will close. We also use this oil for chip sealing."

North Dakota DOT’s crack sealing program begins in early spring when temperatures rise above freezing. "We use polymer and chrome rubber to seal transverse cracks," Kisse said. "The rubberized asphalt is heated in a melter/applicator made by either Simline or Crasco. There’s a dispenser wand in the machine and the liquid is dispensed out of the wand and into the cracks. We level the cracks to finish it off and wait for it to cool, which seals the road."
Blow ‘N Go

The DOT also routes and seals cracks in a program nicknamed "blow ‘n go." A router cuts a groove into the crack to accept the same melted rubberized material. The crack is then cleaned out with compressed air. Next, heavy oil is sprayed into the open areas, followed by the melted polymer/chrome rubber compound.

"We don’t pour asphalt into a hole for patching," he continued. "We wash potholes and do hand patching and Scotch patching to keep potholes under control. If it’s a bad stretch of road, we’ll dig out an area, put gravel over it and get a paver patch in there and use hot mix over it."

The department does not mill asphalt or provide other major road repairs because it doesn’t have the equipment. These kinds of projects are done by contractors.

However, Kisse’s maintenance crews do micro-surfacing with equipment manufactured by Valley Slurry Seal. "We fill the depressed cracks with micro surface materials made of emulsion and very small aggregate to try and smooth out the depressed crack and improve the ride," Kisse continued.

"It’s a much more effective fix, compared to cold-mix pushes because the crack comes back. Micro surfacing material lasts quite a while and is a very fast process where we can move down the road and restore it in a short time."

The department also contracts out its asphalt overlays and some of its chip sealing, all based on available funding. "Federal aid allows us to provide one chip seal on all of our bare pavement roads," Kisse said. His maintenance crews also have equipment to do many of their own chip sealing projects.
The basic approach

South Dakota’s DOT divides the state into four areas, each area is divided into three regions and each region is responsible for the maintenance of roads within its boundaries, explained Greg Fuller, a DOT construction and maintenance engineer. Because each region has different road maintenance requirements, the DOT provides different budgets to each region to buy materials necessary for road maintenance.

"We do pothole patching in the summer with a truck full of patching material, shovel it into the potholes and compact it. In the winter, our main effort is snow removal and sanding to keep roads open," said Fuller.

Fuller’s office provides support services and state contract administration to select contractors who can supplement each region’s needs. "When a road project is too large for us in one region, my office will work on a low-bid contract and select the most qualified contractor." This is the basic approach that most states work under.

The DOT owns all trucks, front-end loaders and asphalt pavers that it purchases from equipment dealers.
Recycling is important

Mid State Reclamation & Trucking is a subcontractor, that works for prime contractors, which repaves roads. The company works in the Midwest area and is known for its reclamation of asphalt roads. "I think this is the second most recycled product in the United States, behind water," Donn Johnson, vice president, joked.

"We use Terex equipment, called asphalt reclaimers, for reclamation of asphalt roads. They take up a bituminous road section, mix it with the base material under the asphalt and make a homogenous blend that can be reshaped, compacted and used right on site instead of having to pick it up and dispose of it.

"The reclaimer goes all the way through the road. It mixes with the base material so you’re using 100 percent of what’s already there. We can add virgin material to the mix but, typically, we don’t. It’s a newer method to paving roads," explained Johnson. However, when needed, the company will add liquid products, such as emulsion, or dry products, such as fly ash and cement, to the mixture to make a stronger product.

With the amount of work that Mid State performs, it bought five Terex asphalt reclaimers in addition to milling machines and trucks. Clients include government agencies, restaurants, office buildings, condos, and apartments.
Not Just Milling Around

The use of cold planers and milling equipment for asphalt and concrete have been growing significantly since the equipment was introduced in the late 1970s. Advancements in sizes, variable depths and capacities, ranging from machines that can chew up a section of asphalt paving about 16 feet wide and several inches deep to mini-milling machines for small tight areas, have broadened applications dramatically and made them more economical.

By far the most popular is the front loading milling machines, which only requires one lane of a roadway to be shut down. Essentially there are five classes of milling machines: Class 1 to fix existing conditions, Class 2 for grade control, Class 3 for grade and slope control, Class 4 for full depth, and Class 5 for variable depth control.

The German company, Wirtgen, has developed a hot recycler milling machine that removes the top layer of an asphalt road surface, heats the asphalt, mixes it with binders and other materials, and lays a new surface all in one operation. The Model RX 4500 can grind a path from 10 feet to 15 feet wide to more than 2 inches deep.
Keeping Up Is A Click Away

With the changing landscape in road maintenance, equipment and methods, departments of transportation and private businesses have more and better methods to help improve road conditions across the country.

Training, re-training and just plain keeping up with how-to and what’s new in road maintenance and repair is the mission of LTAP, Local Technical Assistance Program. LTAP Centers are in 58 cities nationwide that provide a wide variety of training programs, workshops, seminars, and materials to help improve the skills and knowledge of local transportation agencies and private businesses and their employees.

The future of roads is on a smooth path.

In 1924, A.A. Stron discovered a magnetic anomaly containing ten deposits of ferruginous quartzite and high-grade iron ores in the Ukrainian region of Poltava. Poltava mine, the forerunner of the mining industry, was built on the site of the first two deposits and Komsomolsk, one of Ukraine’s most beautiful cities, rose nearby. Construction was completed in 1970 on the Poltava mine. Today, the mine is operated with 100% private capital.

Volnogorsk State Mining and Metallurgical Corporation (GGMK) is located 80 kilometers east of Dnepropetrovsk in Eastern Ukraine. Celebrating its 50th anniversary this year, the state-owned company has been mining since 1956 after the discovery of the Malyshevskoe heavy metal ore deposit. The first zircon, rutile, and ilmenite production line was put into operation in 1961. The zircon-titanium sands of the Malyshevskoe deposit, which resemble snow-white Mexican beaches, consist of a compound mineral complex that includes zircon, rutile, ilmenite, tourmaline, quartz, and other minerals with high commercial value. The deposit is worked by the open-pit method and products are sold to companies in the refractory, foundry, ceramics, pigment, metallurgical, and glass industries both in Ukraine and outside.

In 1996 GGMK acquired its first three Caterpillar® D8R track-type tractors and two16H motor graders. Yury Garkusha, head of GGMK’s equipment department, explains that they choose Caterpillar because “they are economical, durable, and reliable.”

Today, sixteen D8R track-type tractors, two D7H track-type tractors, two 16H motor graders, two 312 excavators, two M318 wheeled excavators, two 928F wheel loaders, and two 432D backhoe loaders operate at the company and there are more to come: “We’ve already signed a contract for delivery of four 328D LCR excavators to work in the pit and to clean wet soil from dump trucks,” said Yu.D. Baranov, the director of Volnogorsk GGMK.

One of the latest purchases also includes a newly introduced Caterpillar 583T pipelayer. The company’s production process includes transporting mine sands in the form of slurry through a bulk pipeline system to the processing facility. The new pipelayer is used to service this ten-kilometer long pipeline and to lay additional lines.

Where the company management is pleased with the Caterpillar equipment, so are the operators: “Everyone likes to operate them,” comment the track-type tractor operators. “The tractor’s cab is comfortable, and the air conditioner offers conditions you don’t get even at home; you work a 12-hour shift and you never get tired,” said Mikhail Chaika, a D8R operator. His colleague Vasily Semecha adds, “With other equipment you’re often idle because of repairs but these machines are real workhorses.” In fact, the new machines are considerably more productive: previously, the company operated 68 track-type tractors – today 22 Caterpillar tractors perform the same amount of work.

Large numbers of Caterpillar machines operate in the mine: five D9R track-type tractors, two D9T track-type tractors, a 988F loader, two 345C excavators, an M322C wheeled excavator, an 824H wheel-type tractor and twelve 777D off-highway trucks.

Cat machines were not selected to the mine accidentally: “They’re good machines; with them we can be sure of fulfilling our intended plans. But when buying, we try to look at all possible options. We set a technical assignment for equipment manufacturers taking part in a tender. Then our technical specialists, who are members of the tender committee, evaluate the bids and decide what to buy. So we keep all suppliers on their toes and don’t let them relax. We want only the best equipment,” explains Poltava mines chief engineer Viktor Lotous.

Caterpillar offers convenient financial plans for purchasing machinery and services are provided to the company by Zeppelin Ukraine, Cat’s Ukrainian dealer.

Despite the open-pit mining, both companies have minimized the impact their operations have on the environment. Before the start of mining operations, the fertile topsoil layer is removed and stored. After the main ore-bearing mass is extracted, the pits are reclaimed with restoration of the fertile layer, which allows using the lands even for agriculture. The tailing piles are used to infill natural gullies and hollows, with subsequent planting of shrubs to prevent soil erosion. The companies use fully closed water circulation cycles, which eliminates pollution of natural water bodies.

http://www.constructionnewsportal.com/construction_article.asp?ArticleID=53

training, other qualifications & advancement

Virtually all pipelayers, plumbers, pipefitters, and steamfitters undergo some type of apprenticeship training. Many apprenticeship programs are administered by local union-management committees made up of members of the United Association of Journeymen and Apprentices of the Plumbing and Pipefitting Industry of the United States and Canada, and local employers who are members of either the Mechanical Contractors Association of America, the National Association of Plumbing-Heating-Cooling Contractors, or the National Fire Sprinkler Association.

Nonunion training and apprenticeship programs are administered by local chapters of the Associated Builders and Contractors, the National Association of Plumbing-Heating-Cooling Contractors, the American Fire Sprinkler Association, or the Home Builders Institute of the National Association of Home Builders.

Apprenticeships&emdash;both union and nonunion&emdash;consist of 4 or 5 years of on-the-job training, in addition to at least 144 hours per year of related classroom instruction. Classroom subjects include drafting and blueprint reading, mathematics, applied physics and chemistry, safety, and local plumbing codes and regulations. On the job, apprentices first learn basic skills, such as identifying grades and types of pipe, using the tools of the trade, and safely unloading materials. As apprentices gain experience, they learn how to work with various types of pipe and how to install different piping systems and plumbing fixtures. Apprenticeship gives trainees a thorough knowledge of all aspects of the trade. Although most pipelayers, plumbers, pipefitters, and steamfitters are trained through apprenticeship, some still learn their skills informally on the job.

Applicants for union or nonunion apprentice jobs must be at least 18 years old and in good physical condition. Apprenticeship committees may require applicants to have a high school diploma or its equivalent. Armed Forces training in pipelaying, plumbing, and pipefitting is considered very good preparation. In fact, persons with this background may be given credit for previous experience when entering a civilian apprenticeship program. Secondary or postsecondary courses in shop, plumbing, general mathematics, drafting, blueprint reading, computers, and physics also are good preparation.

Although there are no uniform national licensing requirements, most communities require plumbers to be licensed. Licensing requirements vary from area to area, but most localities require workers to pass an examination that tests their knowledge of the trade and of local plumbing codes.

With additional training, some pipelayers, plumbers, pipefitters, and steamfitters become supervisors for mechanical and plumbing contractors. Others, especially plumbers, go into business for themselves, often starting as a self-employed plumber working from home. Some eventually become owners of businesses employing many workers and may spend most of their time as managers rather than as plumbers. Others move into closely related areas such as construction management or building inspection.

 job outlook

Job opportunities are expected to be excellent, as demand for skilled pipelayers, plumbers, pipefitters, and steamfitters is expected to outpace the supply of workers trained in this craft. Many potential workers may prefer work that is less strenuous and has more comfortable working conditions.

Employment of pipelayers, plumbers, pipefitters, and steamfitters is expected to grow about as fast as the average for all occupations through the year 2012. Demand for plumbers will stem from building renovation, including the increasing installation of sprinkler systems; repair and maintenance of existing residential systems; and maintenance activities for places having extensive systems of pipes, such as powerplants, water and wastewater treatment plants, pipelines, office buildings, and factories. The enforcement of laws pertaining to the certification requirements of workers on jobsites will create additional opportunities and demand for skilled workers. However, the number of new jobs will be limited by the growing use of plastic pipe and fittings, which are much easier to install and repair than other types, and by increasingly efficient sprinkler systems. In addition to new positions resulting from employment growth, many jobs will become available each year because of the need to replace experienced workers who retire or leave the occupation for other reasons.

Traditionally, many organizations with extensive pipe systems have employed their own plumbers or pipefitters to maintain equipment and keep systems running smoothly. But, to reduce labor costs, many of these firms no longer employ a full-time, in-house plumber or pipefitter. Instead, when they need a plumber, they rely on workers provided under service contracts by plumbing and pipefitting contractors.

Construction projects provide only temporary employment. So, when a project ends, pipelayers, plumbers, pipefitters, and steamfitters working on the project may experience bouts of unemployment. Because construction activity varies from area to area, job openings, as well as apprenticeship opportunities, fluctuate with local economic conditions. However, employment of pipelayers, plumbers, pipefitters, and steamfitters generally is less sensitive to changes in economic conditions than is employment of some other construction trades. Even when construction activity declines, maintenance, rehabilitation, and replacement of existing piping systems, as well as the increasing installation of fire sprinkler systems, provide many jobs for pipelayers, plumbers, pipefitters, and steamfitters.

 earnings

Pipelayers, plumbers, pipefitters, and steamfitters are among the highest paid construction occupations. In 2002, median hourly earnings of pipelayers were $13.70. The middle 50 percent earned between $10.96 and $18.43. The lowest 10 percent earned less than $9.20, and the highest 10 percent earned more than $24.31. Also in 2002, median hourly earnings of plumbers, pipefitters, and steamfitters were $19.31. The middle 50 percent earned between $14.68 and $25.87. The lowest 10 percent earned less than $11.23, and the highest 10 percent earned more than $32.27. Median hourly earnings in the industries employing the largest numbers of plumbers, pipefitters, and steamfitters in 2002 are shown below.

Nonresidential building construction $19.65
Building equipment contractors $19.52
Utility system construction $17.81
Ship and boat building $16.62
Local government $16.21

Apprentices usually begin at about 50 percent of the wage rate paid to experienced pipelayers, plumbers, pipefitters, and steamfitters. Wages increase periodically as skills improve. After an initial waiting period, apprentices receive the same benefits as experienced pipelayers, plumbers, pipefitters, and steamfitters.

Many pipelayers, plumbers, pipefitters, and steamfitters are members of the United Association of Journeymen and Apprentices of the Plumbing and Pipefitting Industry of the United States and Canada.

 related occupations

Other occupations in which workers install and repair mechanical systems in buildings are boilermakers; electricians; elevator installers and repairers; heating, air-conditioning, and refrigeration mechanics and installers; industrial machinery installation, repair, and maintenance workers, except millwrights; millwrights; sheet metal workers; and stationary engineers and boiler operators. Other related occupations include construction managers and construction and building inspectors.

http://www.friendlyplumber.com/plumbing101/plumbers2.html

Many pressure washing companies will be glad to take on additional work when a company calls them up to come and wash, but the days of cleaning asphalt compactors, steamrollers, paving equipment with diesel fuel are gone forever. If you are caught doing it the old fashioned way it’s a $1,000 fines in the United States, fist offense and you pay for cleanup. The second offense is $10,000 and one year in jail and you pay for cleanup, in August of 1999 Newfoundland became the last place in North America to outlaw washing out asphalt dump trucks and paving equipment. It is now illegal every in the US and Canada to hose down paving equipment in this manner. This is because one gallon of Diesel fuel can pollute one million gallons of fresh drinking water about the allowable limits for safe potable water supplies.

There are, however ways to clean and still retain your affluent and then take that water for treatment. In our company we use a vacu-boom system; See the link for a picture of the containment device to collect the waste water:

http://www.truckwashguys.com/reclamation.shtml.

A typical paving machine such as this costs $250,000. It must be cleaned off at the end of each day with a thorough cleaning after a weeks work, if not it will build up and never come off, much the same as a Cement Truck. Dirty machines do not operate as effectively. Daily service for a medium sized paving unit should be in the neighborhood of $45 and we charge $85 for weekly thorough cleaning, but you will have to judge your market and competition before you set your prices. We do have quantity discounts for large companies with many units such as Penhall, JTL, Granite Construction, Tutor-Saliba and RPC, Inc. In your area you may have some of the same names. You might wish to find out who the bigger fish are and set your prices accordingly after you set your basic pricing structures based on supply and demand for services and competition in your market.

Small asphalt compactors are about a 15 - 20 minute job, once your crew gets good at it. At $125,000 average price, it is worth a quick blasting weekly and all the operators know this. Most paving companies also own a fleet of ten wheeler dump trucks. These also need cleaning on a regular accelerated schedule. We also recommend offering detailing services to these company for their dump trucks, which can be detailed on a rotating schedule with other dump trucks, 2 each week.

Keep your pressure washing business EPA compliant and be sure not to overlook paving companies, there are usually anywhere from three to a half a dozen such companies listed in most phone books, even in rural or suburban markets. Think about it.

Paving Companies have a tough time with customer service because anytime they have to pave a road, driveway or parking lot it will inconvenience those who wish to use said road, driveway or park their cars. You must beware that upsetting anyone will lead to a complaint and hurt your business.

But if you rush the job in appeasement you will have to come back and fix it later and inconvenience everyone again and cost yourself more money in labor, time and materials on a job, which most likely you were the lowest bidder in the first place and there is not a lot of room there for screw-ups or a redo.

Paving companies there for are damned if they do and damned if they don’t. The key to customer service in the paving industry often has to do with scheduling a time when things are not so busy and of course to do the job right, when the weather is permitting.

Another key is good signage, proper barriers, clean equipment and allowing for free flow of cars without too much inconvenience. If you will focus on these things you will find that there will be little if any customer service issues and you will develop a strong showing in your community. Consider all this in 2006.

http://ezinearticles.com/?Customer-Service-for-Paving-Companies&id=305117

Paving equipment operators use machines to apply asphalt and concrete to roads.

You might say that no smell is quite as unique as the wafting scent of asphalt on a hot and breezy summer day. Okay, let’s speak truthfully here. Asphalt stinks. It smells very, very bad. Until recently, that is. A company developed a chemical additive that, when mixed into asphalt, reduces asphalt’s characteristic sharp odor. It isn’t a perfume, either. Instead of covering up the smell, it actually reduces it. This has made several people much happier, perhaps no one more so than asphalt paving machine operators.

Asphalt paving machine operators control machines that apply asphalt to roadbeds. They turn valves that regulate the temperature and control the flow of asphalt. They watch to be sure the machine pours the asphalt evenly and without leaving empty areas. They also make sure there is a steady flow of asphalt into the hopper.

Concrete paving machine operators run machines that spread and level wet concrete. They move levers and turn wheels to operate the vehicle and control attachments. Operators also observe the surface of the concrete to point out low spots where workers should add more concrete. Operators use other attachments to spray on a compound that cures the concrete, or to cut joints so the concrete can expand.

Tamping equipment operators use machines to compact the earth. They also compact other fill materials such as rocks. In addition, they operate machines that cut or break up old pavement.

The operation of much of this equipment is becoming more complex. Some machines are operated by computer controls. Many operators also set up and inspect the machines they use. They make adjustments and minor repairs. In addition, operators coordinate truck dumping and drive equipment to and from job sites.

http://www.iseek.org/sv/13000.jsp?id=100403

Many pressure washing companies will be glad to take on additional work when a company calls them up to come and wash, but the days of cleaning asphalt compactors, steamrollers, paving equipment with diesel fuel are gone forever. If you are caught doing it the old fashioned way it’s a $1,000 fines in the United States, fist offense and you pay for cleanup. The second offense is $10,000 and one year in jail and you pay for cleanup, in August of 1999 Newfoundland became the last place in North America to outlaw washing out asphalt dump trucks and paving equipment. It is now illegal every in the US and Canada to hose down paving equipment in this manner. This is because one gallon of Diesel fuel can pollute one million gallons of fresh drinking water about the allowable limits for safe potable water supplies.

There are, however ways to clean and still retain your affluent and then take that water for treatment. In our company we use a vacu-boom system; See the link for a picture of the containment device to collect the waste water:

http://www.truckwashguys.com/reclamation.shtml.

A typical paving machine such as this costs $250,000. It must be cleaned off at the end of each day with a thorough cleaning after a weeks work, if not it will build up and never come off, much the same as a Cement Truck. Dirty machines do not operate as effectively. Daily service for a medium sized paving unit should be in the neighborhood of $45 and we charge $85 for weekly thorough cleaning, but you will have to judge your market and competition before you set your prices. We do have quantity discounts for large companies with many units such as Penhall, JTL, Granite Construction, Tutor-Saliba and RPC, Inc. In your area you may have some of the same names. You might wish to find out who the bigger fish are and set your prices accordingly after you set your basic pricing structures based on supply and demand for services and competition in your market.

Small asphalt compactors are about a 15 - 20 minute job, once your crew gets good at it. At $125,000 average price, it is worth a quick blasting weekly and all the operators know this. Most paving companies also own a fleet of ten wheeler dump trucks. These also need cleaning on a regular accelerated schedule. We also recommend offering detailing services to these company for their dump trucks, which can be detailed on a rotating schedule with other dump trucks, 2 each week.

Keep your pressure washing business EPA compliant and be sure not to overlook paving companies, there are usually anywhere from three to a half a dozen such companies listed in most phone books, even in rural or suburban markets. Think about it.