VSS Macropaver has been benefiting from strong need for machines, both in the US home market and for exports – Mike Woof writes

360 VSS Macropaver is seeing healthy requirement for its machines both in its US home market and besides for its export commercial enterprise. The factory has impregnable order levels for its Macropaver 12D and 12E models at present, reflecting a thriving market for road animate equipment.

Doug Hogue is frailty president at VSS Macropaver and said, “ The D adaptation is more of an export model. The e is more of a domestic machine. ”

For the E series variant, ability is supplied by the hand truck engine and the firm opted this apparatus as having an extra engine on the chassis would have been more complex. The truck engine already meets emissions legislation, so there was no need in searching for a compact diesel able to meet the emissions requirements. Hogue added that this offers an extra benefit and said that it is much placid in operation.

The 12E model has been available with a truck free-base from Mack and a Peterbilt choice is besides being offered. But producing a version of the E series machine for Western Europe, for exercise, would mean meet EU requirements and working with a truck firm to ensure its engine performance was suitable. This would be drawn-out and rule out the cost benefit of launching the E series model into the EU market.

however, Hogue said that VSS is finding customers for its D series model in Eastern Europe, Asia and Latin America. “ A lot of those markets are still using Tier 3 engines. ”

VSS Macropaver has besides been active co-developing a raw web site that gives comprehensive information on microsurfacing techniques. The web site, RoadResouce.org went live in mid-2018 and its development was assisted by two major US associations for sidewalk preservation : the Asphalt Emulsion Manufacturers Association ( AEMA ) ; and the Asphalt Recycling and Reclaiming Association ( ARRA ).

Hogue explained that the web site is not aimed at promoting equipment from any specific supplier in the field, but is alternatively intended to raise understanding about microsurfacing techniques. He said that cognition levels about this can vary widely and that road haunt methods can be identical localize, even in the US.

The web site teaches about emulsion-based processes ; it besides shows cost data, and which type of processes are applicable to repairs. Hogue said, “ We ’ re still going to see how it ’ ll be used by agencies. It ’ south industry-wide and we ’ rhenium excited by it. ”

The data on microsurfacing engineering is applicable worldwide, though the web site ’ second cost data is for North America.
He said that road construction firms can be very conservative when it comes to accepting new methods and that it can take time for new technology to gain market acceptance. Hogue added that when some contractors buy a new piece of equipment, they may see immediate benefits but can prove reluctant to discuss this openly so as not to retain an advantage over their competitors.
He said that road construction firms can be identical bourgeois when it comes to accepting new methods and that it can take time for new technology to gain market acceptance. Hogue added that when some contractors buy a raw piece of equipment, they may see immediate benefits but can prove reluctant to discuss this openly sol as not to retain an advantage over their competitors.

Hogue said that microsurfacing techniques can prove particularly utilitarian in certain applications. For example in urban areas where there may be buried utilities close to the road surface, ceremonious mill and repaving may not be suitable. For residential roads or areas with relatively gloomy traffic volumes ( and few heavy trucks ), the proficiency is peculiarly desirable.

Microsurfacing using a multilayer system allows a rapid and cost-efficient compensate on a road surface that has largely failed, even if it has large potholes. This method avoids the need for a full structural rebuild of a road section. He said, “ We use slurry to fill the voids and then come back over the top with an asphalt rubber chipseal. ”

He said that the mix will comprise approximately 20 % crumb arctic from old vehicle tyres and that will perform well both in hot summer and cold winter conditions. Improvements in microsurfacing engineering have besides delivered better wear life and Hogue said that this can cost less than a cheap mill and occupy job, while lasting longer.

The multilayer system offers discrete advantages over earlier, less sophisticated microsurfacing systems. And at a time when asphalt prices are rising, Hogue said that microsurfacing offers a cost-efficient way of repairing roads. The technology is well-proven and he said that multilayer microsurfacing is used throughout the western US, California, New Mexico and Arizona.

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