Running the Business: How to Ensure PPP Loans are Forgiven Helping you optimize ROI on your construction equipment
NOVEMBER 2020
®
WHEEL LOADERS Payload management systems speed production
HEAVY TRUCKS Spec your vehicles for the heavy haul
PICKUPS RAMP UP COMFORT & CAPABILITIES NEW MODELS COME LOADED WITH STRESS-REDUCING TECHNOLOGY
#1 Market Leaders
SHORTER-THAN-EXPECTED DPF SERVICE LIFE?
Ash from your engine oil is likely to blame
90
%
OF INCOMBUSTIBLES IN THE DPF COME FROM LUBRICANTS
Incombustible ash particles from today’s heavy-duty engine oils clog the diesel particulate filter (DPF) in Tier 4 Final aftertreatment systems, increasing maintenance costs and sidelining major equipment. Now there’s a breakthrough solution.
Get the facts at DeloEmissionsControlCenter.com © 2020 Chevron. All rights reserved. All trademarks are property of Chevron Intellectual Property LLC or their respective owners.
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NEW Delo 600 ADF: Less ash. More service life. Delo 600 ADF with OMNIMAX ™ Technology solves the issue of DPF ash buildup while providing outstanding engine protection. By producing 60% less ash compared to today’s low-ash engine oils, Delo 600 ADF extends DPF service life by 2.5X to keep heavy-duty equipment running stronger, longer. Protect your engine and your aftertreatment system with new Delo 600 ADF.
It’s time to kick some ash.
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Contents COVER STORY
NOVEMBER 2020 | www.ForConstructionPros.com
2021 FULL-SIZE PICKUPS Ramp Up Capability
PRODUCTS 22 Trucks & Transportation Select from a variety of vehicles and accessories.
29 Trailers
Find what you need to move materials and equipment.
35 Technology Trends 40 Earthmoving
Choose from wheel loaders in a variety of sizes.
48 Fleet Management
Review an assortment of service and repair options.
DEPARTMENTS 6 Breaking Ground 8 Equipment Introductions 32 Technology Trends 42 Profit Matters
Integrated Software Bests Pandemic and Project Performance
44 Fleet Management 50 Running the Business How to Ensure All is Forgiven
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New features and technology reduce driver stress and simplify tasks.
Page 10
FEATURES
ONLINE EXCLUSIVES
SPEC FOR THE HEAVY HAUL pg 18
Five Common Causes of Construction’s Most Expensive Errors
The weight of the load, distance traveled, amount of time spent off road and regional terrain influence decisions.
TIPS TO AVOID COMMON WORK TRUCK TOWING MISTAKES pg 24
18
Vocational drivers who occasionally use trailers can be more prone to make mistakes.
ELECTRONIC TICKETS DELIVER TIME AND COST SAVINGS IN MATERIAL TRANSPORT pg 30 e-Ticketing reduces errors, saves time and can enhance safety during material transport.
PAYLOAD MANAGEMENT SYSTEMS SPEED PRODUCTION pg 36
Key reasons so many construction projects are delivered late and over budget and how to correct them. www.ForConstructionPros.com/21195284
Virtual Reality Brings Innovation, Efficiency to Construction
The ability to train, measure and certify people through virtual reality can save construction companies large amounts of money each year. www.ForConstructionPros.com/21197268
3 Ways IP Security Cameras Help Maintain COVID-19 Construction Health Guidelines
Cameras offer a solution to help monitor and enforce safety practices on your sites. www.ForConstructionPros.com/21194639
Prevent wasted time and excessive wear and tear due to misloading trucks.
What Light Tower is Best for Your Jobsite?
36
There’s no need to compromise by settling for a one-size-fits-all solution. www.ForConstructionPros.com/21174632
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B O B C AT.C O M / T 6 2
Take on more work with your compact track loader. The revolutionary new T62 R-Series loader from Bobcat helps you accomplish more with cast-steel lift arm construction for added strength and increased lifting capabilities. A redesigned Bobcat ® engine and durable direct drive system offer high performance and easy routine maintenance. Experience all of this and more at your Bobcat dealer. Bobcat is a Doosan company. Doosan is a global leader in construction equipment, power and water solutions, engines, and engineering, proudly serving customers and communities for more than a century. Bobcat ®, the Bobcat logo and the colors of the Bobcat machine are registered trademarks of Bobcat Company in the United States and various other countries. ©2020 Bobcat Company. All rights reserved. | 1431
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bortonia | Getty / DigitalVision Vectors
B R E AKI N G G R O U N D | By Becky Schultz
Pandemic Pushes Productivity Forward
I
Becky Schultz / bschultz@acbusinessmedia.com
t may seem contradictory to attribute gains in productivity in construction to the COVID-19 pandemic. Yet, the crisis has pushed changes that have the potential to deliver benefits that continue long after the coronavirus threat has finally diminished.
As we all know, the construction industry has historically lagged other markets in technology adoption. Yet, requirements for social distancing have driven the industry to implement technology tools that it might otherwise have only considered prior to the pandemic.
We are proud to present a variety of education offerings through our Online University, including our Equipment Management Specialist (EMS) Certificate program, self-study guides and materials for our professional certification candidates preparing for their CEM/CESP exams, proctored online exam options, and a library of resources for ongoing continuing education in heavy off-road fleet management. Learning resources include: mobile ready streaming video presentations, engaging and relevant exercises, and online quizzes to keep you at the top of your profession! In your office or on a job-site – AEMP University Online is there for all of your professional development needs!
Equipment Management Education. ANYWHERE. ANYTIME.
NEW AEMP Continuing Education Series! Get the required education hours to maintain your certification or just take individual learning modules to dive deeper into the important topics driving the Equipment Management industry forward.
Enroll today! Visit www.AEMPU.org AEMP Strategic Alliance Partners
Take cloud-based project management software. It may have peaked the interest of construction firms coming into 2020, but remained low on the priority list. As the crisis unfolded, however, the incentive to implement such software became more urgent, pushing a number of companies to adopt it sooner than expected in order to maximize safety for personnel and ensure all stakeholders, internal and external, maintain visibility into project progress without the need to physically visit the site. Advanced communications tools have seen a surge in use during the pandemic. All manner of industries were forced to become proficient in platforms such as Microsoft Teams, Zoom, WebEx and others to maintain communication not only between employees but with clients, dealers, suppliers and other critical resources. Mobile communications apps have also proliferated over the past months as companies strive for more efficient means to stay in touch while staying apart. Training moved largely online, and simulation technology utilizing virtual, augmented and/or mixed reality found a larger place in both training and in obtaining and maintaining equipment. Kyle Peacock, CEO, Peacock Construction, believes a number of the technologies being implemented today will continue to have a place on jobsites in future. (See www.ForConstructionPros. com/21194696.) He foresees technologies like security cameras and drones used to monitor site activities during COVID19 becoming “ubiquitous on jobsites” as their features advance and costs continue to come down. Peacock also predicts we’ll see increased use of technologies such as robotics on jobsites. “This has been coming for a while and addresses the demand for automation, faster building and the skilled labor shortage while also supporting social distancing,” he points out. Even a tech tool like digital checkin when entering sites is likely to have a place long term, eliminating inefficient paper-based forms and visitor logs. “This is because contractors see the value of knowing who is on site at any given time for safety and security beyond the virus,” Peacock asserts. Though we can only hope the current incentives to use these and other tech tools will be short lived, the productivity benefits will continue to exist with the majority of the technologies being applied. Exploring their advantages now means you’ll have a leg up on those who didn’t and can be that much more productive and profitable as the U.S. economy and construction activity continue to recover. ET
And Strategic Media Partners:
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bortonia | Getty / DigitalVision Vectors
NOW AVAILABLE: HI-CAPACITY BOOM LIFTS
RAISING
PRODUCTIVITY TO THE
POWER OF
THREE
Prepare to push the envelope without compromise in the new JLG series of Hi-Capacity Boom Lifts. When you see the distinctive HC3 logo, you know you’re getting a robust machine engineered with advanced load-sensing technology and best-in-class capacity. These Hi-Capacity Boom Lifts position up to three workers, plus tools and materials, across three zones of the work envelope—helping you get more done. Productivity to the power of three, that’s ELEVATED ACCESS.
See innovation in action | ElevatingAccess.com
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el
EQUIPMENT INTRODUCTIONS
These pages feature some of the latest equipment available. You’ll find a solid sampling of both new machines and models that have been recently revamped by the manufacturers. For more information on these products, simply visit www.ForConstructionPros.com and include the eight-digit code shown. Mecalac 9MWR Wheeled Excavator
Wirtgen WPS 62i Concrete
Placer/Spreader
The WPS 62i/WPS 62 two-track placer/spreader is designed to efficiently feed concrete from the side and spread it homogeneously in front of the slipform paver. Trucks feed the concrete from the side, which the placer/spreader then evenly distributes over the entire working surface. Two working widths are available between 12 ft. and 24 ft. With both sizes, concrete can be laid up to 20 in. thick. The hydraulically telescoping machine frame and concrete scraper unit enable the machine to be easily adapted to the jobsite. The fully modular design with hydraulic quick-change couplings enables it to be easily converted and quickly prepared for transport.
www.forconstructionpros.com/21115736
Pettibone Extendo 1056X
Telehandler
The 75-hp 9MWR weighs up to 19,841 lbs. and can lift as much as 3 tons up to 9.8 ft. It features optimal stability and is lower to the ground for easier entry and exit from the cab. The design also improves accessibility with direct access to the cab and to the fuel tank from the ground. A high ground clearance reduces the risk of undercarriage damage from obstacles on the ground. Four-wheel steering and the enhanced swing diameter and compactness enable in-turn mobility. A hydraulic quick coupler offers in-cab control and a bracket design that helps prevent detachment of the tool or bucket during operation.
www.forconstructionpros.com/21133897
Merlo P27.6PLUS Telehandler The compact Merlo P27.6PLUS offers a large cab and can handle a maximum load capacity of 6,000 lbs. with a lifting height of 19 ft. 4 in. Its lower center of gravity ensures increased machine stability, traction and nimbleness and is approved for towing trailers. Framemounted, vibration-dampening silent blocks provide comfortable seating and the controls are ergonomically placed within the 3-ft. 3-in. cab. The unit comes standard with a hydrostatic transmission for precision machine movement (25-mph maximum speed) and 4WD with three steering modes. Power is provided by a Kohler or Kubota 75-hp four-cylinder engine mounted on the frame side for maintenance accessibility.
The 10,000-lb.-capacity Extendo 1056X can reach lift heights of 56 ft. It comes with a 74-hp Cummins QSF 3.8 Tier 4 Final diesel engine with a DOC muffler and no DEF, or an optional 74-hp Deutz or 117-hp Cummins engine. The four-section boom has a bottom-mounted external extend cylinder and cylinder cushioning to dampen the end of strokes. Full-time four-wheel drive with a limited-slip front axle differential enables rough-terrain use. A Dana VDT12000 Powershift transmission offers three speeds, forward and reverse. The Extendo operator cab has an ergonomic seat, pedal, joystick and steering wheel positions, plus an analog/LCD gauge cluster or optional 7-in. digital display with integrated backup camera.
www.forconstructionpros.com/21175024
www.forconstructionpros.com/21127573
www.forconstructionpros.com/21195235
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Ligchine SCREEDSAVER ELITE The SCREEDSAVER ELITE laser-guided concrete screed machine includes heavy-duty boom sections reaching out to 18 ft. The 12-ft. side-shift screed head allows for more finished square footage per pass and makes it easier to screed around stickups in the slab with high accuracy. All-wheel drive provides the ability to drive through rough terrain/muddy jobsites, plus enables increased traction when trailering/climbing slopes. A narrow chassis enables navigating through smaller doors or onto smaller trailers. The unit includes 65-gal. onboard fluid tanks, an onboard pressure washer for cleanup and larger fuel tank for a longer run time.
www.ForConstructionPros.com
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EQUIPMENT INTRODUCTIONS
Genie S-80 J
Telescopic Boom The S-80 J has an unrestricted platform capacity of 660 lbs. and a 6-ft. jib, and offers a platform height of 80 ft. and horizontal reach of 55 ft. At 23,000 lbs., it is light enough to be equipped with the four-point TraX track and axle system for enhanced terrainability and lower contact pressure for use on sensitive ground surfaces. Powered by a 49-hp Kubota D1803 Tier 4 Final turbo diesel engine, the unit features four-wheel drive and active oscillating axles for improved rough-terrain performance. Standard digital load sense technology ensures accurate load weighing and zero-load field calibration. A digital LCD screen at the ground controls provides realtime data and troubleshooting right on the machine.
www.forconstructionpros.com/21197312
Liebherr R 940 Demolition
Crawler Excavator
The R 940 Demolition is powered by a 268-hp Liebherr engine that complies with Tier 4 Final/Stage V exhaust emissions. The Liebherr Demolition Control System provides real-time information on the tilt angle of the machine and the tool position. If a critical value is exceeded, it automatically triggers electronic range information. The unit features a 30° tiltable cab to ensure an optimal view of the working area. The hydraulically adjustable undercarriage with variable track gauge facilitates transport and the counterweight is removable. Options include a cab air filtration system, a spray system for reducing dust in the work area and an air compressor for cleaning the radiator and cab.
www.forconstructionpros.com/21196800
Atlas Copco QAS
Hilti PMD 200
2D Layout Tool The PMD 200 intuitive 2D layout tool is designed to easily mark out drywall track locations and complex geometries in indoor environments. It has a maximum operating distance of 164 ft. (lines) and an accuracy of +/- .12 in. at 82 ft. It offers a 3.5° self-leveling range at room temperature. The unit is powered by 12V Li-ion batteries with a maximum operating time of up to eight hours. The kit includes the tool plus the PMDA 200 target plate, PMC 200 tablet and PMCA 200 protective cover. Guided workflows and an intuitive interface mean no experience is needed to start using the 10-in. tablet’s layout app.
www.forconstructionpros.com/21197332
150 and QAS 200 Generators The updated QAS 150 has a rating of 150 kVA/120 kW of prime power and the new QAS 200 delivers 200 kVA/160 kW. Both are dual frequency capable and powered by a John Deere 6068 Tier 4 Final diesel engine. Their AREP alternator excitation system offers quick and easy motor starting capabilities. A 335-gal. fuel tank allows for extended run times at 100% load. The heavy-duty, weatherproof, corrosion-resistant canopy with integrated door sealing system ensures water tightness and improved sound attenuation. The units have a standard variable-speed fan, voltage switch and environmentally-friendly spillage-free frame. They are available in a skid-mount or trailer-mounted configuration.
www.forconstructionpros.com/21197307
Excavator Buckets
The extreme-duty excavator buckets come in standard sizes from 3/8 to 10 cu. yds. in various widths, with special designs and capacities available. The cutter bit is made from extreme-duty T-1 material and all critical or high-wear components utilize AR400 through AR500 steel for strength and durability. Horizontal wear strips and an extra-thick cutting edge backed by a wear plate cover the entire bucket bottom. Side wear plates protect high-wear areas. An aggressive dig angle allows the bucket to more easily tear through earth and materials. Tapered side plates help reduce wear and allow for easier dumping.
www.forconstructionpros.com/21197528 www.ForConstructionPros.com
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Werk-Brau Extreme-duty
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T R U CKS & T R A N S P O R TAT I O N | By Curt Bennink
2021 Full-size Pickups RAMP UP CAPABILITY New features and technology reduce driver stress and simplify tasks. The 2021 full-size pickup trucks continue to raise the benchmarks for towing and payload capability while simultaneously introducing technology to make towing less stressful. Connectivity and technical innovations continue to transform these vehicles into even more efficient work tools. Let’s take a look at the latest innovations in the full-size pickup truck market. When designing the F-150, the design team set out to target the most towing, payload, torque and horsepower in the light-duty full-size pickup segment. To achieve this goal, Ford introduces a new power option — a 3.5-liter PowerBoost hybrid powertrain with Pro Power Onboard, an integrated power generator.
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F
Ford Motor Company
www.ForConstructionPros.com
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TRU CKS & TRANS PORTATION
The F-150 pickups provide generator levels of exportable power to work sites. Pro Power Onboard offers a 2.0-kW output on optional gas engines, while the PowerBoost-equipped F-150 comes standard with 2.4 kW or an optional 7.2 kW of output.
FORD FULL-SIZE PICKUPS F-150 Available Engines Horsepower Torque (lbs.-ft.) Transmission 3.3-liter Ti-VCT V6 FFV 290 @ 6,500 rpm 265 @ 4,000 rpm 10-speed Selectshift Automatic 2.7-liter EcoBoost V6 325 @ 5,000 rpm 400 @ 3,000 rpm 10-speed Selectshift Automatic 5.0-liter Ti-VCT V8 400 @ 6,000 rpm 410 @ 4,250 rpm 10-speed Selectshift Automatic 3.0-liter Power Stroke diesel V6 250 @ 3,250 rpm 440 @ 1,750 rpm 10-speed Selectshift Automatic 3.5-liter EcoBoost V6 400 @ 6,000 rpm 500 @ 3,100 rpm 10-speed Selectshift Automatic 3.5-liter PowerBoost V6 430 @ 6,000 rpm 570 @ 3,000 rpm 10-speed Modular Hybrid Transmission Cab Configuration Pickup Box Length Regular Cab 6.5 ft.; 8 ft. SuperCab 6.5 ft.; 8 ft. SuperCrew 5.5 ft.; 6.5 ft. Maximum Payload (lbs.) Maximum Towing (lbs.) Trim Levels 3,325* 14,000** XL, XLT, Lariat, King Ranch, Platinum, Limited * F-150 Regular Cab, 8-ft. box, 4x2 with available 5.0L V8 engine and Max Trailer Tow and Heavy-Duty Payload Packages ** F-150 SuperCab 8-ft. box and SuperCrew 4x2 with available 3.5L EcoBoost and Max Trailer Tow Package
FORD
Super Duty
Available Engines 6.2-liter V8 7.3-liter V8 6.7-liter Power Stroke diesel V8 Cab Configuration Regular Cab SuperCab Crew Cab Maximum Payload (lbs.) 4,260* 7,850** 6,210*** * F-250 ** F-350 Dual Rear Wheel *** F-450
Horsepower 385 @ 5,750 rpm 430 @ 5,500 rpm 475 @ 2,800 rpm Pickup Box Length 8 ft. 6.75 ft.; 8 ft. 6.75 ft.; 8 ft. Maximum Towing (lbs.) 22,800* 35,750** 37,000***
Torque (lbs.-ft.) 430 @ 3,800 rpm 475 @ 4,000 rpm 1,050 @ 1,600 rpm
Transmission TorqShift 6-speed automatic with SelectShift*/Torqshift 10-speed automatic with SelectShift TorqShift 10-speed automatic with SelectShift TorqShift 10-speed automatic with SelectShift
Trim Levels XL, XLT, Lariat, King Ranch, Platinum, Limited
FORD F-150 SETS NEW STANDARD FOR CONNECTIVITY The 2021 F-150 introduces standard over-the-air update technology to constantly keep software on the leading edge. This technology allows potential enhancements, from system upgrades to new feature offerings, throughout the life of the truck. The majority of updates will be completed in under two minutes and can be performed at times customers choose. When designing the F-150, the design team also set out to target the most towing, payload, torque and horsepower in the light-duty full-size pickup segment. To achieve this goal, Ford introduces a new power option — a 3.5-liter PowerBoost hybrid powertrain with Pro Power Onboard, an integrated power generator. The 3.5-liter PowerBoost full hybrid V6 powertrain is available on every trim level from F-150 XL to Limited. The PowerBoost system adds instant electric torque to Ford’s 3.5-liter EcoBoost V6. This powertrain option is targeting an EPA-estimated range of approximately 700 miles on a single tank of gas and will deliver at least 12,000 lbs. of available maximum towing. PowerBoost combines Ford’s EcoBoost engine and 10-speed
SelectShift automatic transmission with a 35-kW (47-hp) electric motor integrated into the transmission. The powertrain’s software is calibrated specially for truck use, including drive modes like tow/haul mode to help customers better manage towing heavy trailers. The electric motor applies regenerative braking energy capture to help recharge the 1.5-kW-hr lithium ion battery. The battery resides underneath the truck, leaving the cab and cargo box capacity unchanged. The system is capable of sustained battery usage at extreme outside temperatures or under heavy loads. The F-150 pickups provide generator levels of exportable power to work sites. Pro Power Onboard offers a 2.0-kW output on optional gas engines, while the PowerBoost-equipped F-150 comes standard with 2.4 kW or an optional 7.2 kW of output. Power is accessible through in-cabin outlets and up to four cargo bed-mounted 120V 20A outlets, with a 240V 30A outlet on the 7.2-kW version. The system even provides power on the move to charge tool batteries in between jobs. The 2021 F-150 adds 10 new driver-assist features,
including Active Drive Assist, which allows for hands-free driving on more than 100,000 miles of divided highways in all 50 states and Canada. Its driver-facing camera tracks head position and driver eye gaze to enable hands-free driving when available. It allows owners on certain sections of pre-mapped, divided highways to drive with their hands off the steering wheel. The Active Drive Assist prep kit contains the hardware required for this feature, while the software to enable functionality, expected in the third quarter of the 2021 calendar year, will be delivered by overthe-air update or dealer visit. Another new available feature is Intersection Assist, which detects oncoming traffic while the driver is attempting a left turn. If there is risk of a collision with an oncoming vehicle, the F-150 will apply the brakes to mitigate or avoid it. The F-150 is also currently the only light-duty full-size pickup with available Active Park Assist 2.0, which handles all steering, shifting, braking and accelerator controls during a parallel or perpendicular parking maneuver while the driver holds down a button. www.forconstructionpros.com/10073046
Ford Motor Company
www.ForConstructionPros.com
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T R U CKS & T R A N S P O R TAT I O N
Ram Trucks
RAM
Ram Trucks is introducing new technology to its Ram 1500, including a Heads-up Display (HUD), digital rearview mirror option, Trailer Reverse Steering Control, power fold trailer mirrors, Trailer Light Check and Trailer Tire Pressure Monitoring.
Ram Trucks is introducing new technology to its Ram 1500, including a Heads-up Display (HUD), digital rearview mirror option, Trailer Reverse Steering Control, power fold trailer mirrors, Trailer Light Check and Trailer Tire Pressure Monitoring. The HUD unit is the first application in an FCA vehicle. It is an optional full-color unit that can show up to five different content areas at once and can be customized through the available Uconnect 4C 12-in. touchscreen. The HUD unit can show areas of interest that include Lane Departure, Lane Keep Assist, adaptive cruise control, turn-byturn navigation, current speed, current gear and speed limit A digital rearview mirror is an available option with a 9.2-in.wide LCD monitor. It displays video in real time from a rearfacing camera and can be turned off to revert back to a traditional reflective mirror. Trailer Reverse Steering Control joins the available trailer package and allows the driver to enter a few measurements before the camera tracks the trailer position to back up and guide the trailer. Simply rotate the dial left or right in the direction you want the trailer to go, while the system controls the steering wheel. With the available Trailer Tire Pressure Monitoring system, get live pressure readings for up to
four trailers, and up to 12 tires per trailer, on an in-vehicle, highdefinition Driver Information Digital Cluster Display. To further enhance safety, Pedestrian Detection has been added to the Advanced Safety Group that includes adaptive cruise control with stop and go, Lane Keep Assist, automatic high beams, 360˚ Surround View camera and Parallel/ Perpendicular Park Assist. Active safety and security systems also include Forward Collision Warning, Blind-spot Monitoring and Ready Alert Braking. The 2021 Ram 1500 features up to 12,750 lbs. of towing capability and 2,300 lbs. of payload. The eTorque mild hybrid system delivers improved fuel efficiency in both V6 (standard) and V8 configurations. The diesel-powered version pumps out 480 lbs.-ft. of torque and offers a towing capability up to 12,560 lbs. Available features include a multifunction tailgate, 60/40 split doors and the RamBox Cargo Management System. Ride and handling are enhanced via a link-coil rear suspension system with optional Active-level four-corner air suspension. Electronic Stability Control, Trailer Sway Control and Electronic Roll Mitigation help you stay in control. www.forconstructionpros.com/10072761
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Ram Trucks
RAM TRUCKS PROVIDES DRIVER ASSISTANCE TECHNOLOGIES
RAM FULL-SIZE PICKUPS 1500 Available Engines 3.6-liter eTorque Pentastar V6 3.0-liter EcoDiesel V6 5.7-liter HEMI V8 with VVT 5.7-liter eTorque HEMI V8 with VVT Cab Configuration Quad Cab Crew Cab Maximum Payload (lbs.) 2,300
Horsepower 305 @ 6,400 rpm 260 @ 3,600 rpm 395 @ 5,600 rpm 395 @ 5,600 rpm Pickup Box Length 6 ft. 4 in. 5 ft. 7 in.; 6 ft. 4 in. Maximum Towing (lbs.) 12,750
Torque (lbs.-ft.) 269 @ 4,800 rpm 480 @ 1,600 rpm 410 @ 3,950 rpm 410 @ 3,950 rpm
Horsepower 410 @ 5,600 rpm 370 @ 2,800 rpm 400 @ 2,800 rpm Pickup Box Length 8 ft. 6 ft. 4 in.; 8 ft. 6 ft. 4 in. Maximum Towing (lbs.) 19,780* 35,100**
Torque (lbs.-ft.) 429 @ 4,000 rpm 850 @ 1,700 rpm 1,000 @ 1,356 rpm
Transmission TorqueFlite eight-speed automatic transmission TorqueFlite eight-speed automatic transmission TorqueFlite eight-speed automatic transmission TorqueFlite eight-speed automatic transmission
Trim Levels Tradesman, HFE, Big Horn, Lone Star, Rebel, Laramie, Longhorn, Limited Longhorn 10th Anniversary Edition
2500/3500 Available Engines 6.4-liter HEMI V8 6.7-liter Cummins Turbo Diesel 6.7-liter Cummins High Output Cab Configuration Regular Cab Crew Cab Mega Cab Maximum Payload (lbs.) 7,680**
Transmission ZF 8HP75 — Automatic Eight-Speed 68RFE automatic transmission Aisin AS69RC — Automatic Six-speed
Trim Levels Tradesman, Big Horn, Lone Star, Power Wagon, Laramie, Limited Longhorn, Limited
L d
* Ram 2500 ** Ram 3500
www.ForConstructionPros.com
10/27/20 4:48 PM
Ram Trucks
Ram Trucks
, .
OPERATED BY YOU. Learn more at discoverdoosan.com/EquipmentToday
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Our lineup of wheel loaders is designed to work as hard as you do. Demo a machine today. Doosan® and the Doosan logo are registered trademarks of Doosan Corp. in the United States and various other countries around the world. © ���� Doosan Infracore North America, LLC. All rights reserved.
10/27/20 4:48 PM
T R U CKS & T R A N S P O R TAT I O N
CHEVROLET IMPROVES TRAILERING AND ADDS MULTI-FLEX TAILGATE of trailering capacity to nearly every configuration and provides the maximum capacity of 9,500 lbs. to 2WD models. Chevrolet is confident these engines meet or exceed most trailering needs, as 96% of lightduty pickup owners tow less than 10,000 lbs., according to data from MaritzCX, an InMoment Company. Enhanced trailering technology adds additional views and confidence. The latest generation Silverado launched by offering up to 15 unique camera views. The 2021 models will offer even more enhanced trailering technology, including: Trailer Length Indicator: When making a lane-change maneuver with the turn signal activated, a red overlay twice the length of the compatible trailer is shown on the center console screen, which can help show when other vehicles are present. Jack-Knife Alert: It tracks the position of the compatible trailer in relation to the vehicle and provides an alert if a potential jack-knife situation is imminent. Cargo Bed View enhancement: Cargo Bed Zoom View and Bed Hitch
CHEVROLET
The 2021 Chevrolet Silverado 1500 offers mechanical and technological updates, including the addition of an available Multi-Flex Tailgate. The MultiFlex Tailgate offers Silverado customers six unique functions, allowing for easier access to bed cargo, enhanced loading solutions and a standing workstation. With a weight capacity of 375 lbs., different configurations for the Multi-Flex Tailgate activate using a key fob or two tailgate-mounted buttons, one for the full gate and another for the second-tier loading and storage options. The 2021 Silverado also features increased conventional trailering capability for two of its most efficient engines compared to the 2020 model year. The 2.7L Turbo adds thousands of pounds of trailering capacity to every configuration. The popular Crew Cab Short Box model increases its rating by 2,500 lbs. to a maximum capacity of 9,300 lbs. in two-wheel drive. A new Regular Cab Long Box model provides the maximum 2.7L tow rating of 9,600 lbs. and increases the Silverado’s overall maximum payload to 2,280 lbs. in 2WD. The 3.0L Duramax turbo-diesel adds an additional 1,900 lbs.
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CHEVROLET FULL-SIZE PICKUPS Silverado 1500 Available Engines Horsepower Torque (lbs.-ft.) Transmission 4.3L EcoTec3 V6 with Active Fuel Management 285 @ 5,300 rpm 305 @ 3,900 rpm Hydra-Matic 6-speed automatic 5.3L EcoTec3 V8 with Active Fuel Management 355 @ 5,600 rpm 383 @ 4,100 rpm Hydra-Matic 6-speed automatic 2.7 I-4 Turbo with Active Fuel Management 310 @ 5,600 rpm 348 @ 1,500 to 4,000 rpm Hydra-Matic 8-speed automatic 5.3L EcoTec3 V8 with Dynamic Fuel Management 355 @ 5,600 rpm 383 @ 4,100 rpm Hydra-Matic 8-speed automatic/Hydra-Matic 10-speed automatic 6.2L EcoTec3 V8 with Dynamic Fuel Management 420 @ 5,600 rpm 460 @ 4,100 rpm Hydra-Matic 10-speed automatic Duramax 3.0L I-6 Turbo-Diesel 277 @ 3,750 rpm 460 @ 1,500 rpm Hydra-Matic 10-speed automatic Cab Configuration Pickup Box Length Regular Cab 98.1 in. Double Cab 79.4 in. Crew Cab 69.9 in./79.4 in. Maximum Payload (lbs.) Maximum Towing (lbs.) Trim Levels 2,280 13,300* Custom, Custom Trail Boss, LT, RST, LT Trail Boss, LTZ, High Country * Silverado 1500 Double Cab Standard Bed RST 4x4 with available 6.2L V8 engine, Max Trailering Package
Silverado 2500HD/3500HD Available Engines Horsepower Torque (lbs.-ft.) Transmission 6.6L V8 gasoline 401 @ 5,200 rpm 464 @ 4,000 rpm 6L90 six-speed automatic Duramax 6.6L V8 Turbo-Diesel 445 @ 2,800 rpm 910 @ 1,600 rpm Allison 10-speed Cab Configuration Pickup Box Length Regular Cab 8 ft. Double Cab 6 ft. 9 in.; 8 ft. Crew Cab 6 ft. 9 in.; 8 ft. Maximum Payload (lbs.) Maximum Towing (lbs.) Trim Levels 7,442* 36,000** Work Truck, Custom, LT, LTZ, High Country * Silverado 3500 HD Regular Cab Long Bed 2WD DRW ** Silverado 3500 HD Regular Cab Long Bed 2WD DRW with available Duramax 6.6L Turbo-Diesel V8, Max Trailering Package and gooseneck hitch.
Guidance are now available, which help to align and hook up a gooseneck/fifth-wheel trailer. Rear Trailer View now features guidelines and Trailer-Angle Indicator: It is enhanced to include assisting guidelines when backing a compatible trailer into place and a Trailer-Angle Indicator shows the relationship between the truck and trailer.
Rear Side View enhance-
ment: It now provides a split view, automatically biased based on the trailer’s angle, of the left and right sides of the truck and compatible trailer. This view was previously only available while driving forward and is now available in reverse for better visibility when positioning a trailer. www.forconstructionpros.com/10072420
The Multi-Flex Tailgate offers Silverado customers six unique functions, allowing for easier access to bed cargo, enhanced loading solutions and a standing workstation.
General Motors
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TRU CKS & TRANS PORTATION
GMC
General Motors
GMC SIERRA OFFERS MORE INNOVATIVE TRAILERING TECH
New additions to the 2021 GMC Sierra Heavy Duty include enhancements to the trucks’ premium trims. The new Sierra HD Denali Black Diamond Edition will include 20-in. high-gloss black wheels and new power-retractable assist steps.
GMC FULL-SIZE PICKUPS
The 2021 GMC Sierra 1500 will feature increased conventional trailering capability for two of its most efficient engines. Compared to the 2020 model year: The 3.0L Duramax Turbo-Diesel adds up to an additional 1,900 lbs. of trailering capacity on 2WD configurations with a maximum trailering capacity of 9,300 lbs. The 2.7L Turbo adds an additional 2,300 lbs. of trailering capacity to nearly every configuration with a maximum trailering capacity of 9,200 lbs. The 2021 Sierra 1500 and Sierra Heavy Duty will build on the trucks’ suite of customer-focused towing technologies with new features that include Trailer Length Indicator, Jack-Knife Alert, Rear Trailer View with guidelines and trailer angle indicator, Rear SideView enhancement and cargo bed enhancement. When the Trailer Length Indicator is enabled and driving forward with the turn signal activated, the center console screen displays a red overlay twice the length of the compatible trailer and shows when other vehicles are present and may interfere with a lane-change maneuver. The Jack-Knife Alert tracks the position of the compatible trailer in relation to the vehicle. If the front of the trailer approaches the rear of the vehicle, an alert is displayed when there may be a potential jack-knife situation. The Rear Trailer View has been enhanced to include guidelines that assist when backing a trailer into place and a trailer angle indicator to show the relationship between the truck and compatible trailer. Rear Trailer View requires the customer-installed available GM auxiliary accessory camera. When driving forward on the 2020 Sierra, Rear Side View provides a split view of the left and right sides of the truck and compatible trailer that is automatically biased based on the trailer’s angle. In the 2021, Sierra, drivers will have access to this view while driving in reverse, making it easier to see surrounding vehicles and objects while positioning a trailer. Cargo Bed Zoom View and Bed Hitch Guidance are now available, which can be helpful for aligning and hooking up a gooseneck/ fifth-wheel trailer. New additions to the 2021 Sierra Heavy Duty include enhancements to the trucks’ premium trims. HD Surround Vision and Bed View camera technology are now standard on the Denali. The new Sierra HD Denali Black Diamond Edition will include 20-in. highgloss black wheels and new power-retractable assist steps. Other additions to the Sierra HD include making the MultiPro Tailgate standard on the SLE and three new color choices. www.forconstructionpros.com/10842418
Sierra 1500 Available Engines 4.3L EcoTec3 V6 with Active Fuel Management 5.3L EcoTec3 V8 Active Fuel Management 2.7 I-4 Turbo DOHC with Active Fuel Management 5.3L EcoTec3 V8 with Dynamic Fuel Management 6.2L EcoTec3 V8 with Dynamic Fuel Management Duramax 3.0L DOHC I-6 Turbo-Diesel Cab Configuration Regular Cab Double Cab Crew Cab
Horsepower 285 @ 5,300 rpm 355 @ 5,600 rpm 310 @ 5,600 rpm 355 @ 5,600 rpm 420 @ 5,600 rpm 277 @ 3,750 rpm Pickup Box Length 98.1 in. 79.4 in. 69.9 in./79.4 in.
Maximum Payload (lbs.) Maximum Towing (lbs.) 2,280** 11,800* * 4WD Crew Cab Short Bed with available 6.2L V8 engine and Max Trailering Package ** Silverado 1500 Regular Cab Long Bed 2WD with 2.7L Turbo engine
Torque (lbs.-ft.) 305 @ 3,900 rpm 383 @ 4,100 rpm 348 @ 1,500 to 4,000 rpm 383 @ 4,100 rpm 460 @ 4,100 rpm 460 @ 1,500 rpm
Transmission Hydra-Matic 6-speed automatic Hydra-Matic 6-speed automatic Hydra-Matic 8-speed automatic Hydra-Matic 8-speed automatic/Hydra-Matic 10-speed automatic Hydra-Matic 10-speed automatic Hydra-Matic 10-speed automatic
Trim Levels SLE, Elevation, SLT, AT4, Denali
Sierra 2500HD/3500HD Transmission 6L90 six-speed automatic Allison 10-speed automatic
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General Motors
Available Engines Horsepower Torque (lbs.-ft.) 6.6L V8 gasoline 401 @ 5,200 rpm 464 @ 4,000 rpm Duramax 6.6L V8 Turbo-Diesel 445 @ 2,800 rpm 910 @ 1,600 rpm Cab Configuration Pickup Box Length Regular Cab 98.2 in. Double Cab 82.2 in.; 98.2 in.***** Crew Cab 82.2 in.; 98.2 in. Maximum Payload (lbs.) Maximum Towing (lbs.) Trim Levels 3,979**** 18,500*** SLE, SLT, AT4, Denali 7,442 ** 35,500* * 4WD Crew Cab Short Bed with available 6.2L V8 engine and Max Trailering Package ** 3500 Regular Cab DRW Long Box 2WD model with 6.6L gas V8 engine ***2500 Crew Cab model with available 6.6L Duramax Turbo Diesel and fifth-wheel or gooseneck hitch ****2500 Regular Cab Long Bed 2WD model with 6.6L gas V8 engine ***** 3500 Double cab comes with 98.2.-in bed
The 2021 GMC Sierra features Jack-Knife Alert, which tracks the position of the compatible trailer in relation to the vehicle and provides an alert if a potential jack-knife situation is imminent.
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T R U CKS & T R A N S P O R TAT I O N
NISSAN FULL-SIZE PICKUPS
NISSAN SHOWCASES INTELLIGENT MOBILITY TECHNOLOGIES
Titan Horsepower 400 @ 5,800 Pickup Box Length 6.5 ft. 5.5 ft. Maximum Towing (lbs.) 9,310
Torque (lbs.-ft.) 413 @ 4,000 rpm
Transmission 9-speed automatic transmission
Trim Levels S, SV, PRO-4X, SL, Platinum Reserve
Titan XD Horsepower 400 @ 5,800 rpm Pickup Box Length 6.5 ft. Maximum Towing (lbs.) 11,040
Torque 413 @ 4,000 rpm
NISSAN
Transmission 9-speed automatic transmission
Trim Levels S, SV, PRO-4X, SL, Platinum Reserve
Nissan
Available Engines Endurance V8 Cab Configuration Crew Cab Maximum Payload (lbs.) 2,390
The 2021 TITAN is powered by Nissan’s 5.6-liter Endurance V8 gasoline engine rated at 400 hp and 413 lbs.-ft. of torque. The engine is mated with a 9-speed automatic transmission with a large final gear ratio of 3.692:1.
TOYOTA OFFERS SPECIAL EDITIONS For 2021, Toyota introduces the Tundra Trail Special Edition. It puts emphasis on extra storage and convenience. It is based on the SR5 Crew Max and offers the choice of 2WD or 4WD. The SR5 Upgrade Package includes a larger fuel tank, front bucket seats with driver’s power lumbar support, front center console, tilt/telescoping steering wheel, three front cupholders and an anti-theft system with alarm and engine immobilizer. Toyota is also unveiling the Nightshade Editions. The 2021 Nightshade Tundra is built on the Limited grade model with black leather trim seating and a black exterior trim. This is accompanied by a darkened chrome grille, black mirror caps and black door handles. The Tundra Nightshade Edition will also offer the choice of 2WD or 4WD. Powered for 2021 exclusively by the 5.7L i-FORCE V8 engine that offers up to 10,200 lbs. of towing capacity and a maximum payload of 1,730 lbs., Tundra
is available in Double Cab and CrewMax four-door cab styles. Tundra is offered in many configurations to fit varying needs. The Toyota Safety SensePedestrian (TSS-P) active safety system is standard on all models and grades. It includes PreCollision System with Pedestrian Detection function, Lane Departure Alert, Dynamic Radar Cruise Control and Automatic High Beams. Blind Spot Monitor and Rear Cross Traffic Alert are designed to help detect vehicles in the vehicle’s blind spot (available on SR5 and Limited; standard on Platinum and 1794 Edition). Rear Cross Traffic Alert warns drivers of cross traffic via indicator lights in the side-view mirrors, along with an audible warning buzzer while backing up. Tundra offers the convenience of Smart Key with push button start to numerous models, including SR5 with TRD OffRoad or TRD Sport packages, Limited, Platinum, 1794 Edition and TRD Pro. www.forconstructionpros.com/10074954
TOYOTA FULL-SIZE PICKUPS Tundra Available Engines 5.7L i-FORCE V8 Cab Configuration Double Cab CrewMax Maximum Payload (lbs.) 1,730
Horsepower 381 @ 5,600 rpm Pickup Box Length 6.5 ft.; 8.1 ft. 5.5 ft. Maximum Towing (lbs.) 10,200
Torque (lbs.-ft.) 401 @ 3,600 rpm
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Transmission 6-speed Electronically Controlled automatic Transmission with intelligence (ECT-i)
Trim Levels SR, SR5, Limited, Platinum, 1794 Edition, TRD Pro
TOYOTA 16 EQU IPM ENT T OD AY | November 2020
and roll angles. Without using a gyroscope, a method was developed to calculate the vehicle’s orientation using accelerometer data and calculating its G-force. The 2021 TITAN XD offers the comfort of a light-duty truck with the towing confidence of a heavy-duty hauler. It features an extended 151.6-in. wheelbase — about 15 in. longer than TITAN models (Crew Cab comparison). Compared to the standard TITAN, XD is 3 in. taller, 11.8 in. longer in wheelbase and 14.8 in. longer overall. The TITAN XD shares the standard TITAN half-ton’s 5.6liter Endurance V8 gasoline engine. The axle is a purpose-built design. The rear differential measures 9.84 in. with 3.5-in. axle tubes, while the front differential measures 9.25 in. Among the list of TITAN and TITAN XD’s available towing aids is an Integrated Trailer Brake Controller, Trailer Sway Control, Tow/Haul Mode with Downhill Speed Control and a Trailer Light Check system that allows one-person hook-up operation — checking turn signals, brake lights and running/clearance lights from inside the cab or with the key fob. www.forconstructionpros.com/10076256
Toyota
Available Engines Endurance V8 Cab Configuration King Cab Crew Cab Maximum Payload (lbs.) 1,690
The 2021 TITAN showcases Nissan Intelligent Mobility technologies, starting with standard Nissan Safety Shield 360, a suite of six advanced driver-assist systems. It includes Automatic Emergency Braking with Pedestrian Detection, Blind Spot Warning, Rear Cross Traffic Alert, Lane Departure Warning, High Beam Assist and standard Rear Automatic Braking. The TITAN also features a number of other advanced technologies, including standard Intelligent Forward Collision Warning, which uses a radar sensor located in the front of the truck to detect distances between the two cars ahead plus their relative speed, thus allowing the system to assess the situation in front of the vehicle. The 2021 TITAN is powered by Nissan’s 5.6-liter Endurance V8 gasoline engine rated at 400 hp and 413 lbs.-ft. of torque. The engine is mated with a 9-speed automatic transmission with a large final gear ratio of 3.692:1. The 9-speed gear range means enhanced coverage for optimal power for standing starts and confident highway passing. Every 2021 TITAN features an Off-Road Gauge that displays the vehicle’s tire angle, relative pitch
Toyota introduces the 2021 Tundra Trail Special Edition, which puts emphasis on extra storage and convenience. It is based on the SR5 Crew Max and offers the choice of 2WD or 4WD. www.ForConstructionPros.com
10/27/20 4:48 PM
Experience the Progress.
Active personnel detection at the rear
New joystick steering
Integral tyre pressure monitoring system
Liebherr weighing device with 'Truck Payload Assist'
Intelligent Assistance Systems for Liebherr Wheel Loaders Intelligent assistance systems enable Liebherr to offer holistic solutions for wheel loaders and to support operators in their day-to-day work. These include:
Find out more
Active personnel detection at the rear New joystick steering Integral tyre pressure monitoring system Liebherr weighing system with “Truck Payload Assist�
Toyota
The easy operation of these systems enables safe and efficient machine operation. Liebherr USA Co., Construction Equipment Division 4800 Chestnut Avenue, Newport News, VA 23607 Phone: +1 757 240 4250 E-mail: Construction.USA@liebherr.com www.facebook.com/LiebherrConstruction www.liebherr.us/dealers-emt www.liebherr.us
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T R U CKS & T R A N S P O R TAT I O N | By Curt Bennink
Spec for the HEAVY HAUL
The weight of the load, distance traveled, amount of time spent off road and regional terrain influence decisions.
W
hen spec’ing a heavy haul truck, there is no single best solution. The weight of the load, distance traveled, amount of time spent off road and terrain determine the proper choice. “The most important thing is to understand the work environment, estimated payload and highway traveling time in order to spec the truck to the exact needs,” says Greg Treinen, heavy vocational product marketing manager, Daimler Trucks North America (DTNA). Every heavy haul application is unique. “When looking at heavy haul applications, weight will affect whether or not the truck requires a special permit or not,” says Stu Russoli, Mack highway product manager. “Secondly, whether a
special permit is required or not, you should consider where the truck will travel and if there are any weight regulations in the areas, states or provinces it will travel. Ask if the truck’s axles are rated correctly and if they are spaced in the correct locations to carry that load through those territories.” “Heavy haulers that transport loads above
120,000-lb. gross combination weight (GCW) must carefully specify their trucks for both durability and power,” says Patrick Dean, Kenworth chief engineer. “An over-spec’d truck may reduce fuel mileage and increase acquisition costs, while an under-spec’d truck may not be sufficient to move the load, or may increase maintenance costs. The challenge is to achieve the
right balance between the truck’s job requirement and expected annual mileage to help produce the lowest operating cost per mile.” Weight and terrain are determining factors. “First ask what is the weight you are going to be hauling and over what terrain,” says Chad Semler, product
marketing manager, Navistar. Different loads and varied geography make it difficult to suggest a generic heavy haul spec. Different weight levels require different components. “There are a number of levels of heavy haul applications,” notes Dean. “The first is 120,000 to 140,000 lbs., which can be met fairly easily with normal components. The next level is 140,000 to 180,000 lbs., which is more expensive but nothing specialized. The 180,000- to 240,000-lb. level starts requiring dedicated components to do the job. The 240,000- to 330,000-lb. level requires planetary axles and an auxiliary transmission. As the GCWR goes up, vehicle speed comes down and the price of the chassis goes up dramatically — in some cases, three to four times what a 120,000-lb. tractor would cost.”
New vocational ratings are being introduced with the Western Star 49X on the Detroit DD15 Gen 5 engines with coverage up to 505 hp and 1,850 lbs.-ft. of torque. For higher GCWs in heavy haul applications, the Detroit DD16 engine provides ratings up to 600 hp and 2,050 lbs.-ft. of torque. Western Star
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TRU CKS & TRANS PORTATION
BALANCE STARTABILITY AND TOP SPEED The engine, transmission and axles must work in concert to get the load started and keep it moving at the desired speed. “To ensure performance of the truck is not compromised, the engine should have sufficient horsepower to handle highway speeds and also plenty of torque for startability,” says Treinen. “Selecting a transmission with deep low gears and matching axle ratios will contribute to a truck’s performance.” Gear ratio selection is critical. “As with any truck spec, you need to look at the low gear relative to your rear axle ratio and make sure you’re going to be able to start the load rolling, as well as reach highway speed without being gear limited,” says Russoli. “Having good startability but not being able to go over 55 mph will not make a driver very happy.” “With a typical highway freight tractor, drivers can typically operate with a 10- or 12-speed transmission with a low gear around 12:1 to 9:1 and a rear axle ratio somewhere around 3.07,” says Russoli. “This will start an 80,000-lb. GCWR tractor and run down the road at 65 or 70 mph. But when a driver starts moving heavier loads, or moving them around in tight areas, you need to have some lower end gears in your transmission for easy startability.” Many heavy haul tractors rely on 18-speed manual transmissions, although there has been a movement toward automated manual transmissions (AMTs) with creeper gears, such as Mack’s mDrive HD 13-speed AMT with 19:1 creeper gear or the mDrive HD 14-speed AMT with 32:1 creeper gear. These transmissions allow you to get the load rolling and control it around the jobsite, then work your way through the gears to get it rolling down the highway. “We prioritize and optimize the powertrain first when spec’ing a truck,” says Michael Stricker, director of sales and distribution, Detroit. “This includes everything from the driveline, axles, transmission and engines. A good starting point is the desired road speed and startability. Knowing where and how a customer plans to operate a
vehicle is essential in optimizing the powertrain. At Detroit, we have dedicated technical resources located in each region in the U.S. and Canada to ensure all of the requirements above are considered and optimized.” GCWR impacts driveline selection and the torque capabilities of drivelines. The driveline serves as a fusible link, protecting the expensive items like transmissions and rear axles. “Drivelines must be capable of transmitting the torque required to do the job, though, so often up-sizing drivelines is required in these applications,” Dean explains. “Most heavy axles rated 46,000 lbs. or higher are capable of some high GCW ratings. But gear ratios and transmission selections are key to finding low enough gears to pull the heavy loads up grades as well as achieve top speeds as required to haul on the highway.” Components need to be properly rated. Determine the maximum engine torque you can transmit through the transmission gearing and axles. Consideration and analysis of the terrain and geography need to be performed because each will affect driveline torque. Technology makes it easier to perform the necessary calculations. “We now have programs where you can input your desired speed, grade and load and it will help you determine an optimum range of gear ratios,” says Semler. Make sure you understand the trade-offs with any decisions. “The rear axle ratio choice will affect startability, but choose it carefully to ensure a good balance between cruise speed and low gearing,” says Dean. “Kenworth recommends a startability of 15% or 20% for most heavy haul applications. You typically don’t want to spec anything faster than a 4.11:1 ratio unless you are running a twospeed rear axle or an auxiliary transmission. In extreme applications involving bridge decks or oilfield equipment, you may see ratios upwards of 10:1 or even 14:1. “For haulers running long distances at highway speeds, the ratio chosen should be as low as possible without undermining startability,” he adds. “As a rule of thumb, pick the rear
axle ratio for efficiency on the highway and get the startability required from your transmission ratios.”
PREVENT OFF-ROAD SLIP Heavy haul trucks typically operate at least part time off road. This places an emphasis on traction control. “Kenworth recommends wheel differential locks or a cross lock on at least one drive axle,” Dean states. “Automatic Traction Control is an option on anti-lock brake systems that controls wheel spin on slippery surfaces, which can be a big help when starting a load on a muddy jobsite.” Mack axles come standard with an interaxle power divider. “It will automatically shift up to 75% of the power to the axle that has traction,” says Tim Wrinkle, Mack construction product manager. There is also available inter-wheel from side to side; it will apply up to 75% of the power from one wheel to the other. “We also have the differential lock available. If you are stuck, you can lock those axles and walk out.”
KEEP THE WHEELBASE AS SHORT AS POSSIBLE Don’t make the truck’s wheelbase any longer than necessary since it reduces maneuverability, which is critical for heavy haul tractors that need to negotiate crowded jobsites.
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“There are several advantages and disadvantages to longer and shorter wheelbases,” says Semler. “In tractors, a longer wheelbase may be desired for spreading the load. A longer wheelbase may also be required for accessories or additions you are going to have on the truck, such as headache racks, toolboxes and lift axles for added capacity. But a longer wheelbase does reduce your maneuverability and turning radius. A shorter wheelbase with a setback axle is your most maneuverable. “Generally, you will get more front axle loading with a setback axle and a shorter wheelbase,” he adds. “That may cause issues if you are off road in the soft soil. You want to keep loading pretty equal so you don’t cause sinking in soft soil.” Lift axles are often necessary. “Heavy haulers in need of pusher axles to comply with local weight and axle requirements can choose from steerable and nonsteerable types,” says Dean. “A 20,000-lb. steerable is most common, but a 22,000-lb. steerable or non-steerable is also available. “Operators who run nonsteerable pushers often have to lift the pusher to negotiate corners or they end up scrubbing tires,” he points out. “Steerable pushers offer the benefit of improved tire life because the axle will steer through the corner rather than scrubbing the tires.
Many people think they need a double frame rail, but it depends on the fifthwheel load on the tractor. While there may be a high GCW, there may not be that large a load on the fifth-wheel.
As a rule of thumb, pick the rear axle ratio for efficiency on the highway and get the startability required from your transmission ratios. —Patrick Dean, Kenworth
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steering effort, Mack introduced Command Steer, which adds steering boost to reduce the required steering effort. “This makes it quite easy to maneuver around tight jobsites at low speeds,” notes Russoli.
ENGINE CONSIDERATIONS
To address low-speed steering effort, Mack introduced Command Steer, which adds additional steering boost to reduce the steering effort required. Mack Trucks
RIGHT: Heavy haulers that transport loads above 120,000-lb. GCW must carefully specify their trucks for both durability and power. An overspec’d truck may reduce fuel mileage and increase acquisition costs, while an under-spec’d truck may not be sufficient to move the load, or may increase maintenance costs.
This also reduces the stress on the truck in these situations. “The most versatile configuration is a 22,000-lb. steer axle, 46,000-lb. tandem drive axles and a 20,000-lb. steerable pusher,” he adds. Remember to account for the pusher axle when operating off road. “If you have a pusher axle, the axle will need to be lifted to go off road. So, you need to make sure your steer and drive axles have creep ratings that will allow for the additional weight which will be added when the pusher is lifted,” says Russoli. Proper positioning of the fifth-wheel is also critical to ensure full use of the rated capacity of all axles, especially the front. “The position of the fifth-wheel changes the weight distribution between the steer and drive axles,” notes Treinen. “Moving the fifth-wheel toward the front axle will increase the weight on the steer axle and reduce weight on the drive axles. Finding an ideal fifth-wheel position will ensure that weights are not exceeding legal limits.” Wider tires can help handle heavy loads and meet certain state requirements, but come with a maneuverability penalty. Certain heavy haulers need wideaspect front tires to handle the load as well as meet some states’ tire-width requirements. “The rule is typically 600 psi of tire width, but it can be as low as 500-psi width,” says
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Dean. “Mounting 425/65R22.5 tires on the front will be good for up to 22,000 lbs. on the steer axle in most states. You can go to wider 445 section tires to maximize tire width and improve flotation over loose surfaces. “Heavy haulers often find themselves on jobsites maneuvering at slow speeds, which places a lot of pressure on the steering system,” he continues. “This creates cooling concerns. Kenworth recommends an oil cooler on the steering system to maintain safe operating temperatures under demanding conditions.” To address low-speed
Traditionally, most heavy haulers use a 15-liter engine. But the truck industry as a whole has been “right-sizing” engines for the specific demands. As power densities have increased, 13-liter engines now cross over ratings of many larger 15-liter products. “Engine size and horsepower will vary according to the weight of the load you are moving, as well as whether you are traveling the coastal plains, rolling hills terrain or crossing the Rockies,” says Russoli. “Mack’s 13-liter MP8 is available with up to 505 hp and 1,860 lbs.-ft. of torque. Generally speaking, 505 hp at 1,860 lbs.-ft. of torque will move most loads. It doesn’t matter if that power is coming from a 13-liter engine or a 15-liter engine; 505 hp is 505 hp. There will be loads that need more power and many loads that can be moved with less power.” Both Western Star and Freightliner also offer 13-liter engines with up to 505 hp, but believe customers should have the engine offering they desire at their disposal. “We recognize that many heavy haul applications still require larger displacement and big torque to handle the task,” says Stricker. “We continue to offer customers
a complete line of 13-, 15- and 16-liter Detroit engines with up to 600 hp and 2,050 lbs.-ft. of torque.” “New vocational ratings are being introduced with the Western Star 49X on the Detroit DD15 Gen 5 engines with coverage up to 505 hp and 1,850 lbs.-ft. of torque,” says Treinen. “These new engine ratings offer weight reductions, improved fuel consumption and increased DPF maintenance intervals, which make this engine ideal for vocational use. For higher GCWs in heavy haul applications, the proven Detroit DD16 engine is ideal with ratings up to 600 hp and 2,050 lbs.-ft. of torque.” While larger displacement engines are popular for lowboy and heavy haul applications, smaller displacement engines are gaining popularity for additional weight savings. “There has been a greater focus on 13-liter engines as various manufacturers have increased the top ratings on these engines,” says Treinen. “Improvement to fuel systems, aspiration and higher compression ratios have contributed to this. It is important to understand there are technical limitations to any engine and that constantly running at the higher power ratings means the engine will be operating closer to its design limit. “Also keep in mind the life of the vehicle, as this will have an effect on the size or displacement of the engine,” he adds. “A larger displacement engine will come with an extended B50 life,
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TRU CKS & TRANS PORTATION
meaning it will have an extended life until an overhaul is needed.”
GEAR FOR SUCCESS “Heavy haulers typically choose an 18-speed manual [transmission] or AMT because of the super-low ratios and close gear splits,” says Dean. “Allison automatic transmissions are also becoming popular with heavy haul customers, both for ease of operation and the initial torque multiplication provided by the torque converter. Two popular examples are the 4500RDS and 4700RDS.” Two- and four-speed auxiliary transmissions and two-speed axles are needed for the heaviest loads. “In both cases, they double the number of available ratios, allowing improved startability and driveability,” says Dean. “A two-speed auxiliary transmission will double the reduction, while a two-speed rear axle will increase the reduction by a third. A two-speed axle works well up to about 190,000lb. GCW. Above that, Kenworth recommends an auxiliary transmission with a 52,000-lb. tandem to give a GCWR of 240,000 lbs.” AMTs are gaining popularity in the vocational market just as they have in line haul. “We offer Eaton MHP, MXP and VXP transmissions, which have very high GCW specifications,” says Semler. The Mack mDrive HD AMT can go up to 220,000 lbs. and includes specific software and shift modes for heavy haul. The engine, transmission and axles are all tuned together. The Heavy Haul shift mode makes more aggressive shifts and with less skipping. The startability and steps between gears of the mDrive HD 13-speed with creeper gear matches up favorably with an 18-speed transmission. The 13-speed mDrive offers a 17.5:1 low ratio. “With a standard transmission, typically a low would be around 10:1 and a low/low would go down to 14:1,” says Wrinkle. “With an 18-speed transmission, there is about a 20% gap between each gear shift, so when you make that shift, you are dropping about 250 rpms. It works, but that is a lot of gears to shift through. “Ten-speed transmissions, on the other hand, have a 40%
step between those gears, and that rpm drop is going to be 500 when you are shifting between them,” he continues. “So when you have a big, heavy load and you need to keep that momentum up, that rpm drop is hurting you in performance and efficiency.” The 13-speed mDrive splits the difference. “It has about a 28% step in between the gears and it is automated so your foot is not having to do the clutch,” says Wrinkle. “The computer can do it a lot quicker than humans, so you are not losing those rpms and you are getting a lot better performance.” Western Star now offers vocational versions of its DT12 automated transmission. “The all-new Detroit DT12-V and -VX vocational transmissions, available on the Western Star 49X, were specifically designed for vocational customers,” says Treinen. “Their large and robust planetary gear design has a wider overall ratio, which promotes improved startability and lowspeed maneuverability. That new design also allows for increased torque limits and higher gross combination weights of up to 330,000 lbs. on the DT12-VX. “Additionally, the DT12 Vocational series transmissions
feature skip shifting, which selects the correct gear based on load and grade to improve acceleration,” he notes, “and a power launch option, which automatically increases engine speed up to 1,200 rpm during launch to build up maximum engine boost and torque.” This ensures smooth, powerful takeoffs with heavy loads while still protecting the clutch and driveline. Treinen adds, “Auxiliary transmissions can be used for extreme applications with higher GCWs as they provide additional reduction when needed.”
SUPPORT THE LOAD Double frame rails are not necessary but are preferred by many heavy haul fleets for added durability on longer wheelbase vehicles. The amount of frame reinforcement required will depend on the truck’s wheelbase and axle capacities. “An inserted 3/8in. frame is usually required for most heavy haul tractors, but you can get two inserts,” says Dean. “The longer the wheelbase and the more axle capacity you add, the more rigid the frame needs to be.” “Many people think they need a double frame rail regardless and they may not,” says
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Semler. “It depends on the fifth-wheel load on the tractor. You may have a high GCW, but you don’t have that huge a load on the fifth-wheel. Most of it is back on the trailer. If you do have a very high fifth-wheel load, you may require a double frame.” In some cases, you may want to consider alternatives to a standard lightweight frame. “There is the option of a taller single frame that gives you more strength without the weight of a double,” says Semler. However, there are other trade-offs. “As you go to a taller frame, you have a higher fifth-wheel, so you have a higher ride height for your trailer.” “With the right frame and suspension selection, a customer can avoid an over- or underspec’d truck for budget, weight optimization and truck longevity,” says Treinen. “Where possible, try to find a truck model with the RBM rating you need using a single-channel frame rail. Using a high-strength single-channel rail can be key in reducing the weight of the truck and therefore increasing your payload. Consideration should be made for possible lift axle installations as this may have an effect on the frame and suspension selection.” ET
Knowing where and how you plan to operate a vehicle is essential in optimizing the powertrain.
With the right frame and suspension selection, a customer can avoid an over- or underspec’d truck for budget, weight optimization and truck longevity. —Greg Treinen, DTNA
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TRUCKS & TRANSPORTATION Products
International CV Series Class 4/5 Truck Mack Granite Vocational Truck The Granite features a recently redesigned and purpose-built interior that minimizes driver wear and tear and maximizes comfort. • Includes a flat-bottom steering wheel for more belly room and clearance for entry or exit and Sears seating for improved driver comfort and support • mDrive HD automated manual transmission with optional 13- and 14-speed creeper gears • Axle-forward and axle-back configurations and a tight turning radius improve maneuverability • Choice of rail thicknesses to spec vehicle for the rigors of the job • Top-mounted rear axle carriers minimize driveline angle and improve fuel efficiency and ground clearance
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Step-N-Secure Pickup Truck Bed Accessory This pickup truck accessory for Ford, GM and Dodge pickup trucks installs into the truck bed stake hole, giving users a dual-purpose handle for stepping into the bed. • Provides safer, easier entry into bed in slippery or bad weather conditions and at the end of long work days • Serves as a raised tie-down for securing large cargo loads • Dual handle and tie-down accessory made of injection-molded glass strand fiber-reinforced polypropylene designed for durability and corrosion resistance • Easy to install on your own
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EXTREME VEHICLES GET EXTREME BATTERY POWER SOLUTION Designed to traverse even the most challenging environments, ARGO vehicles have been the standard for recreational, commercial, and military applications since the company’s establishment in 1967. And until recently, every ARGO unit took on difficult terrain using gasoline engine power. “Now, we’re taking the same competencies we’ve built up over time and applying those to unmanned robotic platforms. We can get an ARGO unit anywhere people need it to go, just without the people,” says Andy Buck, director, Commercial and Robotic Sales at ARGO. Recognizing the opportunity to increase safety with battery-powered autonomous vehicles, ARGO engaged Vanguard, a commercial brand of Briggs & Stratton Corporation, to develop a lithium-ion battery that could stand up to the rigorous environments in which its vehicles operate. Learn more at www.oemoffhighway.com/21136463.
The International CV Series Class 4/5 truck features a gear-driven transfer case; high-strength, low-alloy steel frame rail and painted chassis for enhanced longevity and corrosion resistance. • Commercial-style forward-tilting hood provides easy access to the engine and to routine maintenance points • 350-hp International 6.6-liter engine with 700 lbs.-ft. of torque • Equipped with 350-hp International and two Allison transmission options and capable of handling up to a maximum GCWR of 37,500 lbs. • Automotive-like comfort includes premium interior finishes and driver ergonomics plus multiple infotainment options
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Venturo ET12KX-P Electric Crane The ET12KX-P is a 3,500-lb. electrichydraulic service crane with a fully powered boom extension up to 16 ft. • Proportional controls give the operator precise load control functions including rotation, elevation and extension • Fully hydraulic boom extension features a 9- to 16-ft. one-piece hexagonal boom • Easier access to rear housing of crane • Auto-Adjust Anti-Two Block device automatically adjusts to the boom angle • Dual-pole slip ring in the center of the crane provides consistent and uninterrupted positive and ground paths with unlimited, continuous rotation
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Volvo VNX Series The VNX Series is available in 6x4 tandem, 8x4 tandem and 8x6 tridem configurations with approved GCWRs from 125,000 to 160,000 lbs. • Standard Volvo D13 engine with 500 hp and 1,850 lbs.-ft. of torque and 13- or 14-speed I-Shift with Crawler Gears automated manual transmission • Available Cummins X15 Performance Series engine with up to 605 hp and 2,050 lbs.-ft. of torque and an Eaton Ultra Shift Plus or manual transmission • Front axle ratings from 16,000 to 20,000 lbs. and available rear axle ratings from 46,000 to 55,000 lbs. • Standard Volvo Enhanced Stability Technology (VEST)
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Weather Guard Heavy Duty Steel Truck Rack The 220-lb. 1175-52-02 Heavy Duty Steel Truck Rack is rated to hold up to 1,700 lbs. (evenly distributed). • Powder coated in a durable matte black finish and made from 2-in. swaged steel tubing with overlapping joints • Adjustable front mounting legs and feet • Includes a welded airfoil to reduce wind noise, rear handlebars to aid users as they climb into the truck bed and oversized hooks at the eight tie-down points • Fits truck bed length from 78 to 96 in.
www.forconstructionpros.com/21116172
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Minimizer Peterbilt Medium-duty Floor Mats These medium-duty custom-molded floor mats fit Peterbilt 337 and 348 medium-duty truck model years 2010-2020. • Four floor mat kits • Laser-measured to exact fit • Tray system features raised edge to keep everything on the mat
www.forconstructionpros.com/21112699
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TRUCKS & TRANSPORTATION Products
IMT 11-ft. Dominator III Mechanics Truck
Philippi-Hagenbuch Positive Seal AutoGate Tailgate This AutoGate Tailgate is for off-highway trucks and roll-off containers that require a 100% positive seal in areas where environmental regulations or local laws make even slight spillage undesirable. • Traditional scissors-style mechanism paired with a simple yet robust outrigger provides maximum opening clearance at full dump • Positively locks into place in closed position and will not open under normal conditions without body or container entering the “dump” mode • Tailgate can pivot inward as sidearm and over-center locking mechanism compressively lock rear tailgate into place
Maintainer H8524 Service Crane
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The H8524 hydraulic telescopic crane has a maximum lift capacity of 8,500 lbs. and a reach of 24 ft. 6 in. • Includes a 52,500-ft.-lb. crane rating and a boom-mounted planetary winch • Advanced Crane Control 2.0 provides better visibility of lifting loads and error codes if instability with a lift is detected • Includes a proportional wireless remote, low-profile boom, tall and short tower configurations and a closed-center/loadsensing hydraulic system • Recommended to be mounted on a chassis with a minimum GVW of 22,000 lbs.
The Dominator III 11-ft. mechanics truck is capable of working in tighter quarters, maintaining stability and providing extra lift performance in critical work zones. • Upgraded 25-ft. telescopic crane features a 440-lb. weight reduction and increased crane rating to 81,000 ft.-lbs. • Crane can easily clear a 12,000-lb. load • Available with a 159.7- to 164.9-cu.-ft. compartment storage capacity and 52- to 60-in. sidepack height • Standard energy-absorbing boom support, multiplex electrical system with programmable logic and rear access package
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Stellar EC3200 Aluminum Telescopic Service Crane The 500-lb. EC3200 Aluminum electric service crane features aluminum extrusion construction and proprietary design and manufacturing techniques that enable 3,200 lbs. of lifting capacity and 15 ft. of horizontal reach. • Rated at 11,500 ft.-lbs. and suited for service bodies with crane reinforcement kits • Robust gear bearing rotation system with high-strength steel ball bearing turntable gear, highstrength steel worm gear and cast steel worm gear housing • Planetary winch • 410° of rotation with an integrated rotation stop
Western Star 49X Class 8 Truck The 49X features a stronger, lighter chassis and the purpose-built X-series reinforced aluminum cab that offers more space yet added weight savings. • Single-channel frame rails in thicknesses and ratings up to 3.7 million RBMs, or C-channel frame reinforcements in RBMs up to 5.4 million • Offers clear back-of-cab packaging for easier upfits and accommodates a full array of rear suspension options • Sloped hood constructed of highstrength, lightweight, molded composite • ISO Tech Hood Suspension system isolates, absorbs and dissipates vibrations from the chassis • Detroit DD15 Gen 5 or DD16 engine mated to the DT12 Vocational series of automated manual transmissions
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Freightliner 114SD with Cummins X12
Vanair Aluminum Reliant RC40-L and RS85 The aluminum canopy and air end reduce the weight of the Reliant RC40-L by 40% and the Reliant RS85 by 30% over the standard model. • Rust-resistant, durable RC40-L offers 40 cfm of air power with hydraulic cooling assist for additional hydraulic systems • Include a relocatable instrument panel for mounting flexibility on and off the unit and reversible hinged hood for flexible positioning • Easy to read display panel available as a standard mechanical gauge or optional telematics-capable LED electronic panel providing maintenance, over-pressure and over-temperature alerts • Optional cold weather package
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Kenworth W990 Long Hood Conventional Truck Designed to maximize performance in over-the-road and vocational applications, the W990 is available in day cab, 40-in. flat top and 52- and 76-in. mid-roof sleeper configurations. • Standard powertrain consists of the PACCAR MX-13 engine rated up to 510 hp and 1,850 lbs.-ft. of torque, 12-speed PACCAR automated transmission and PACCAR 40K tandem rear axles • 130-in. bumper to back of cab • Options include the Limited Edition black interior and the Driver’s Studio package of premium options • Standard TruckTech+ remote diagnostics system
www.forconstructionpros.com/21046528
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VMAC DTM70-H Multi-Power System The DTM70-H Direct-Transmission Mounted Multi-Power System is a configurable solution for service trucks fitted with hydraulic cranes or other hydraulic components. • Priority valve and intelligent throttle control system allow for variable air-ondemand with increased cfm output while providing steady gpm output • Fixed mode with preset low engine rpm used for running hydraulic equipment and providing a steady rate of compressed air, or variable mode enables engine rpm to increase and decrease automatically based on air demand • Hydraulic bypass circuit with priority flow control valve diverts excess hydraulic flow back into the reservoir tank
The 2,050-lb. Cummins X12 engine can be spec’d in the Freightliner 114SD, delivering up to 500 hp and 1,700 lbs.-ft of torque. • Engine offers a low-friction design for improved efficiency and is compatible with fully automatic, AMT and manual transmissions • Features a GVW up to 92,000 lbs. and has a clear back of cab for easy upfit • Available as set-forward front or set-back axle and with a wide range of vocational rear suspensions and frame options up to 5 million RBM • 114-in. BBC steel-reinforced aluminum cab features a 2,500-sq.-in windshield and contoured hood slope for maximum visibility
www.forconstructionpros.com/21046598
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T R AI L E R S
TIPS TO AVOID COMMON WORK TRUCK TOWING MISTAKES Vocational drivers who occasionally use trailers can be more prone to make mistakes. GCWR is the maximum allowable weight of a combination vehicle at the ground with a trailer or trailers, including vehicle, equipment, driver, passengers, fuel and payload.
T
owing behind vocational trucks is often taken for granted. For instance, Class 8 drivers in overthe-road and less-than-truckload applications tend to experience fewer loading issues specific to the towing vehicle simply because their natural operating state is with a trailer. In contrast, there are more opportunities for mistakes with vocational drivers who occasionally use trailers, often of different types with varying loads and configurations. Four central issues can impact occasional trailer towing. ˜ Are you exceeding truck gross vehicle weight rating (GVWR) and/or gross axle weight ratings (GAWRs), including the effect of trailer tongue weight as part of the weight analyses? ˜ Are you using the right type of trailer with the right connection to the towing truck? ˜ Are you overloading the trailer? ˜ Are you using the correct load distribution on the trailer to ensure safe towing characteristics?
HOW MUCH CAN IT REALLY TOW? Commonly held towing beliefs include the notion that if it moves, it’s not overloaded, and if the front wheels are on the ground, it’s good to go. These statements have the potential to create critical problems for fleet operations. Design criteria on capacity limits is key to understanding conventional towing and truck load capability. Typically, vehicles through GVWR Class
TAKE CONTROL OF THE TRAILER Ultimately, the operator and person loading the trailer are responsible for safe, successful operation of the trailer and towing truck combination. Beyond correct load procedures, including proper load securement, the driving experience with a towed trailer can be distinctly different, requiring skills not normally used when driving without a trailer. The most important thing a driver can do to ensure safe and efficient towing vehicle trailer operation is to evolve driving style and attitude to accommodate for some element (or combination thereof) of the vehicle being driven. For example, the trailer is behind the primary vehicle, so the driver must adjust for scenarios such as changing lanes. This will ensure enough room for safe clearance. Training for this driving style may sound difficult, but once the driver starts accounting for differences in overall vehicle size (and length) and other situationally specific behaviors, appropriate driving skills can become second nature. When operating a manual transmission, for instance, certain driving techniques change on hilly terrain vs. flat. While all drivers and operators should be driving in a safe manner, it’s still important to adjust behaviors when towing trailers. Awareness training when towing is essential for safe trailering operations.
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TRAIL ERS
moves with the vehicle and trailer). Regardless of TWR, the combined weight of the towing vehicle and loaded trailer cannot exceed GCWR. A vehicle’s GCWR is a limit determined by the towing vehicle manufacturer to be the maximum weight of a loaded tow vehicle and its attached, loaded trailer. When the truck is loaded with more passengers and/or cargo, the trailer must weigh less to stay within this rating. Remember, GCWR is not an actual measurement of the weight of a tow vehicle and trailer, but rather, the combined maximum weight limit set by the manufacturer for the two vehicles once attached. GAWR is the value specified by the vehicle manufacturer as the load-carrying capacity of a single-axle system, as measured at tire-ground interfaces. Towing vehicle GVWR and GAWR are listed on the certification label; however, TWR and GCWR must be located from other sources, such as an owner’s manual or OEM trailer towing guide. Vocational trucks (more prominently than Class 1 to 5 vehicles) can be axle weight limited. In specifying trucks, particularly for towing configuration, rear axle rating is critical. Not only do you need to pay specific attention to towing truck load design, but as a properly attached trailer puts downward pressure on the tow hitch (often referred to as tongue weight), this adds to rear axle weight. Towing vehicle total weight must include the effect of
trailer tongue weight and cannot exceed the GVWR or GAWRs, especially that of the rear axle. When designing or upfitting a vehicle, it’s important to take weight distribution into consideration. NTEA members can access the Vehicle Center of Gravity and Axle Weight Calculator (https://bit. ly/2GCqjvb; login required). This tool can aid in design to ensure rear axles are properly specified when adding a trailer. Trailer hitches normally have two hitch ratings. First is the tongue weight rating or maximum allowable vertical load capacity the hitch can safely support. Second is the trailer weight or maximum allowable total weight of the trailer connected by the hitch. Hitch ratings stamped on a hitch or hitch component are often higher or lower than what the OEM prescribes as allowable for the vehicle. It’s important to check both and follow the lower allowed value(s) for total trailer and tongue weight. Regardless of hitch ratings, final weight restrictions can be affected by attachment type and installation technique.
ATTACHMENT TYPES While there are a variety of trailer attachments, each hitch type has weight limits that must be mated to trailer and truck towing capacities. It’s possible to mismatch the practical application of one of these hitches and incorrectly load a heavy trailer beyond the limit of the truck’s load capacity. Trailer attachments are regulated under
Cinclude ommonly held towing beliefs the notion that if it moves,
.
it’s not overloaded, and if the front wheels are on the ground, it’s good to go FMCSR Part 393.70, which also includes requirements for safety devices and their attachment. Make sure drivers or others who connect trailers are informed on proper operation of hitch and coupler mechanisms, safety device attachment and sizing compatibility between truck hitch and trailer coupler. Even slight misinformation on operating characteristics can lead to trailer disconnect. Safety devices, such as chains, cables or other secondary attachments between the trailer and towing vehicle are essential to a safe operating scenario. Drivers should be trained to cross chains under the trailer for attachment to the truck. (This routing allows for turning slack without dragging.) More than one trailer has been safely stopped as a result of properly attached safety chains when the hitch connection has separated from the towing truck. Operators should be encouraged to review safety chain attachment and attachment
LEFT TO RIGHT: While there are a variety of trailer attachments, a ball hitch is an example of one of the most common types. Make sure drivers or others who connect trailers are informed on proper operation of hitch and coupler mechanisms, safety device attachment and sizing compatibility between truck hitch and trailer coupler. (Shown is a pintle hitch.) Each hitch type has weight limits that must be mated to trailer and truck towing capacities. Shown is a combination pintle hook with ball.
Wallace Forge Company
4 (14,001to 16,000 lbs.) are assigned a maximum trailer weight rating by chassis manufacturers. However, several OEMs expanded manufacturer tow ratings through Class 6. Tow ratings for Class 5 and larger trucks may not normally be provided by the OEM, even though they also have limits that are a function of design criteria. Regardless of class, actual towing capacity is based on multiple factors. It’s important to understand two trucks identical in appearance can have different tow ratings. Major components of tow capacity are: OEM maximum trailer weight rating (TWR) Gross combined weight rating (GCWR) GAWRs GVWR OEM powertrain and rear axle combination Hitch rating When specified by the chassis OEM, TWR is the maximum trailer weight a specific truck model can tow. This maximum weight includes the combination of the trailer and its load. Note that this value comes from the chassis OEM, based on its determination of the vehicle’s capability. It should not be confused with trailer GVWR, which is assigned by the trailer manufacturer. GCWR is the maximum allowable weight of a combination vehicle at the ground with a trailer or trailers, including vehicle, equipment, driver, passengers, fuel and payload (essentially, everything that
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LONG LIVE TOUGH.
Meet the all-new Western Star 49X, built to deliver toughness and deliver it for a long, long time. Of course, it’s also built to deliver a whole lot more. Designed from the ground up to outperform expectations – and every other truck out there – the 49X exceeds Western Star’s already-legendary reputation for toughness and longevity, offering easier upfit, improved uptime and safety technology found nowhere else in the vocational market. Whether you’ve owned Western Star for years or never have before, now is the time to break new ground. For more information visit your local dealer or go to WesternStar49X.com
WS/MC-A-WS/MC-A-601 Specifications are subject to change without notice. Western Star Truck Sales, Inc. is registered to ISO 9001:2008 and ISO 14001:2004. Copyright © 2020 Daimler Trucks North America LLC. All rights reserved. Western Star Truck Sales, Inc. is a subsidiary of Daimler Trucks North America LLC, a Daimler company.
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WesternStar49X.com
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T R AI L E R S
Regardless of class, actual towing capacity is based on multiple factors. It’s important to understand two trucks identical in appearance can have different tow ratings.
W ith so many complex
points as a final step before entering towing activities. This review can be performed while trailer light connections are tested for correct functionality, including brake lights, turn signals and visible lighting when truck lights are engaged. If brakes are featured on your trailer, this can be checked in a few ways, depending on which systems are present. Ensure electric brakes are correctly plugged in and the trailer emergency battery is functional and charged.
of determining which trailer is needed and then which truck to choose, including hitch system availability or selection. If you require high payloads or specific equipment to haul on the trailer, this reverse process can be critical to meeting needs. It’s important to note most trailers can unknowingly be loaded well beyond rated capacity with potentially disastrous consequences.
CAPACITY AND LOADING
Small, seemingly insignificant details can play a serious Once basic measures and limrole in overall design and operaiting factors are understood, tion. Remember, true towing other elements must be noted. capacity is limited by the lightAs previously mentioned, several est link in the total vehicle questions need to be addressed assembly. Tires and axles may to help ensure a safe, reliable seem obvious, but drivetrain and regulatory compliant trailer and frame strength play a vital solution. role in determining if selected Initially, which trailer design truck and trailer combinations is right for a fleet? Begin by are complementary. examining the combination of Just because the attachment specifications required of both points fit does not mean the tow vehicle and trailer. For towing vehicle has the power example, does the trailer need and braking capacity to safeto be covered or can it be open? ly execute the operation. All What size is the tow vehicle coupling system components (light duty, heavy duty, cargo should be reviewed individually van, etc.)? What type and weight for weight ratings. For instance, of cargo will the trailer transport? if the pintle hitch is rated for In fact, trailer payload needs 30,000 lbs. and the receiver tube and load type are often the start is rated for 20,000 lbs., it’s critical to understand the receiver tube is the limiting factor in this example. In field operations, it can be difficult for opera• What to Know Before Using a Dump Truck to Tow — www.ForConstructionPros.com/12013926 tors to easily estimate • Top 10 Trailer Safety Tips — www.ForConstructionPros.com/21036116 trailer load weights. With tool-carry• Your Guide to Pickup Truck Trailer Safety — www.ForConstructionPros.com/21093120 ing trailers, loads
components, it’s mission critical to understand a single component can be the limiting factor
DESIGN PREPARATION
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tend to be relatively static and can be managed by constructing an interior trailer package that makes it easy for users to properly store material carried on the trailer. It also simplifies the task of distributing weight when there is a designated place for load components. Trailer whipping will likely occur at higher speeds if a trailer is loaded heavier in the rear half. This is uncontrollable as violent sway occurs naturally at a certain speed for an improperly loaded trailer. Trailer users need to be educated on this topic. More challenging, however, are trailers hauling return loads from the work site. Spoil from excavations can vary significantly in weight depending on waste material composition (rock or concrete vs. dirt and construction debris like wood and drywall). For poles and fence construction material, it’s easy to overload and/or create an improperly distributed load. Another challenge owners, fleet operators and end users must address is ensuring driver/ operator training is current and regularly updated so the right behaviors become routine. It’s essential to know safety chain ratings and to make sure they’re routinely inspected for condition and wear. All attachment points need to be inspected and correctly sized, including S-hooks and D-rings. The final inspection point for trailers is to ensure there are no cracks or broken welds in the hitch system assembly and joints between the trailer frame and towing assembly. The good news is a careful visual inspection will
generally reveal problem spots in these areas. Trailers often have service life expectations that exceed the trucks towing them. Consequently, periodic review of the trailers for metal fatigue and structural damage should be more frequent as their service life increases. Don’t hesitate to add trailers to preventive and predictive maintenance routines to help guard against field failures. For trailers with a long service life, using a professional inspection company to evaluate welds and metal fatigue in later years of the equipment’s useful service life can go a long way in preventing significant failure events.
COMPONENTS MAY LOOK THE SAME, BUT ARE THEY? While proper trailer design is crucial, the details play a key role. With so many complex components, it’s mission critical to understand a single component can be the limiting factor. While components (or replacement wear parts) may look the same, they may not be identical. Take extra time to ensure the weakest link is understood. This can be gross combination weight, coupler rating, axle capacity or something as small — but not insignificant — as the hardware used to bolt everything together. This, by definition, is the final limiting factor for maximum towing capacity. ET Provided by NTEA, the association for the work truck industry, fleet relations and technical services departments, with special contributions from James D. Fait, P.E., U-Haul Engineering Services.
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TRAILERS Products
Eager Beaver 50 GSL-PT Paver Trailer The 50 GSL-PT has a 100,000-lb. load capacity and 122,700-lb. GVWR and is suited for loading rollers, pavers and milling machines. • Tapered four-beam, 16-in.-deep cambered I-beam mainframe and side rails • 10-in.-deep crossmembers pierced through the mainframe • 25,000-lb. axles with all-wheel ABS (4S3M) with spring brakes on all axles • Cush Air Ride suspension with 75,000-lb.-capacity, air lift third axle
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Trail King Commercial MG-HG Detachable Gooseneck Trailer
Cemen Tech DT-100 and DT-200 Dump Trailers
The Commercial MG-HG detachable gooseneck trailer is engineered to accommodate four interchangeable gooseneck styles. • Standard full-width mechanical gooseneck or can be ordered in full-width or narrow-width and mechanical or hydraulic configurations • Moisture-trapping areas minimize buildup of road debris and moisture accumulation to improve corrosion resistance • Optional aluminum I-beam or box beam crossmembers, outer rails, decking and front and rear channels
The 1-yd. DT-100 and 2-yd. DT-200 heavy-duty dump trailers are designed for small- to mid-size applications for hauling concrete, sand, stone, mulch and other materials. • Fabricated with high-strength 10-gauge steel • Standard premium features include a double-action hydraulic pump, adjustable relief valve and forward self-adjusting electric brakes • DOT-approved lighting • Heavy-duty fenders, a one-piece rubber splash guard and supporting tongue crossbars provide added durability • Adjustable load-leveling hitch maximizes tow capacity and provides a smooth, level ride while towing materials
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The Low Pro Limited deck-over tag trailer series includes the 22 1/2-ton FT-45-2 LP Limited tandem axle and the 25-ton FT-50-3 LP Limited triple axle. • 20-, 22- and 24-ft. available deck lengths for the tandem axle and 24- and 26-ft. deck lengths offered for the triple axle • Constructed with an 8-in. channel side rail (flange in) with 4-in. Jr. I-beam crossmembers pierced through the heavyduty, engineered, fabricated 16-in. mainframe • 6-ft.-long double incline beavertail provides 12° and 6° load angles for safe loading/ unloading of tracked equipment • 6’ x 20” spring-assist ramps with 5” x 3” self-cleaning angle construction or apitong inlay
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The 10,000-lb.-capacity E-16 XL is the largest enclosed trailer in the Air-tow line of ground-level loading trailers and comes preloaded with many features. • Lowers flat to the ground for safe loading and unloading and transport of any type of equipment • 75-in. deck width and 15-ft. 9-in. length • 838 cu. ft. of total storage space includes a 15-in., 36-cu.-ft. shelf at front of enclosure that is easily accessible from inside and via a passenger side compartment door • Standard self-locking roll-up door, two LED interior lights and a 3/8-in. plywood interior lining
www.forconstructionpros.com/21118796
East Narrow Spec Dump Trailer The Narrow Spec Dump Trailer (NST) maximizes payload with lighter weight components while still delivering strength and durability. • Uses premium aluminum alloys for flooring and side material • Smooth-sided Genesis aerodynamic design for easier cleaning • 2-in.-thick, double-wall, robotically welded, extruded aluminum panels • 1/4-in.-thick rear corner posts wrap completely around top and bottom rails and interlock to add strength • Lighter weight sheet & post tailgate 90° wall joints continuously welded to maximize strength-to-weight ratio and joint integrity of the tailgate
www.forconstructionpros.com/21160002
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The T-24TA deck-over air-tilt trailer offers convenience and easy loading by tilting the bed using air from the tow vehicle’s system. • Features an angled beavertail and ramps to offer a low loading angle suited for small wheeled or paver equipment • Ramps can be manual or air operated • Features a single-lever twin-latch system to secure the deck to the frame • 2-in. nominal white oak wood deck with a 34-in. height (empty) and 8-ft. 6-in. width • Includes air brakes, a dual air bag design, Hutchens adjustable suspension and LED lights and sealed wiring
www.forconstructionpros.com/21046464
www.forconstructionpros.com/21036745
Felling Low Pro Limited
Air-Tow E-16 XL Extra Large Enclosed Trailers
Towmaster T-24TA Air-Tilt Bed Trailer
XL Low-profile HDG Trailer Talbert 5553TA Traveling Axle Trailer The 55-ton, 53-ft. 5553TA is rated at 100,00 lbs. distributed and 80,000 lbs. concentrated in 10 ft. • 36-in. loaded deck height and 6° load angle suited for low ground clearance equipment • 20,000-lb. planetary winch uses a directdrive system and is controlled with a sixfunction wireless remote • 5-in.-diameter piggy-back cylinder allows faster axle travel and more power in adverse conditions • Manufactured with heavy-duty, T-1, 100,000-psi minimum yield steel and 1 1/2-in. Apitong deck flooring • Two large capacity lockable toolboxes
www.forconstructionpros.com/21160004
The Low-profile Hydraulic Detachable Gooseneck trailer features a 110,000-lb. capacity in 12 ft., an overall length of 53 ft. and overall width of 8.5 ft. • Includes a 26-ft.-long main deck with a loaded deck height of 24 in. and an 8-in. ground clearance and 14-ft.-long rear deck with a 40-in. loaded deck height • Tapered front beams offer an extremely low load angle of only 4° and 42-in. flip ramps provide extra loading assistance • 13-ft. gooseneck has a swing clearance of 110 in., a relief cut-out for added space between the truck and trailer and a sloped nose to protect the air and electric connections from damage • Five-position ride height allows the deck to be leveled as needed based on neck position and load
www.forconstructionpros.com/21126267
CornPro Power I-Series Flatbed Trailers The heavy-duty Power I-Series flatbed trailer features a 10-in. I-beam frame and is capable of payloads from 11,000 to over 16,000 lbs. • Includes a 102-in. width, treated and kiln-dried pine decking and spring-assist ramps • Heavy-duty 4-sq.-in. jack and 2 5/16-in. coupler • Features Dexter spring axles, allaxle electric brakes and rubbermounted LED lighting • Various tilt, hydraulic and length options available
www.forconstructionpros.com/21126110
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Exciting Exciting New New Service Service
Introducing Introducing
EASY EASY TO TO USE USE
eTicketing.
For everyone and anyone that plays in the dirt eTICKETS eTICKETS IS IS AN AN EASY EASY WAY WAY TO TO CAPTURE CAPTURE AND AND TRACK TRACK THE THE DETAILS DETAILS OF OF HAULING HAULING MATERIALS MATERIALS
FROM FROM ONE ONE DESTINATION DESTINATION TO TO THE THE NEXT. NEXT. eTICKETS eTICKETS ENABLES ENABLES YOU YOU TO TO ELIMINATE ELIMINATE PAPER PAPER TICKETS TICKETS AND AND
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Find out how to get your 30-day FREE trial www.SoilConnect.com/eTickets www.SoilConnect.com/eTickets
www.soilconnect.com/eTickets www.soilconnect.com/eTickets SEE HOW E-TICKETING CAN REDUCE ERRORS AND SAVE TIME ON PAGES 30 & 31
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Exciting Exciting New New Service Service
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DESTINATION, DESTINATION, PICTURES, PICTURES, ESIGNATURES, ESIGNATURES, TYPE TYPE OF OF MATERIAL, MATERIAL, LOAD LOAD COUNT COUNT AND AND MUCH MUCH MORE! MORE!
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NO NO MORE MORE "THE "THE DOG DOG ATE ATE MY MY TICKETS!" TICKETS!" THIS APP IS EASY FOR KEEPING THIS APP IS EASY FOR KEEPING TRACK TRACK OF OF MY MY TRANSPORTED TRANSPORTED MATERIALS. MATERIALS. MIKE MIKE
BETTER BETTER WAY WAY TO TO MANAGE MANAGE ALL ALL MY MY HAULING TICKETS. PAPER FORMS HAULING TICKETS. PAPER FORMS ARE ARE OUT, OUT, ETICKETS ETICKETS IS IS WHAT WHAT I’LL I’LL BE BE USING. USING. JEFF JEFF
www.soilconnect.com/eTickets www.soilconnect.com/eTickets
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T E CHN OLO G Y T R E N D S | By Becky Schultz
A study by TruckIT showed turn times for trucks is faster when full-featured, contactless e-Ticketing platforms are used.
Electronic Tickets Deliver Time and Cost Savings in Material Transport e-Ticketing reduces errors, saves time and can enhance safety during material transport.
T
he paper ticketing process for managing material transport has long been rife with inefficiencies. It has spawned a trend toward use of platforms that digitize the ticketing process — a trend that has gained even more prominence during the COVID-19 pandemic. “Chasing paper down is an age-old industry challenge that, quite frankly, should have been resolved before the coronavirus sped up digitizing data on paper tickets,” states Steve Cox, vice president of business development, Command Alkon, a company that provides software and technology solutions designed to drive value across the heavy work supply chain. “Removing paper from business processes improves productivity, eliminates errors and speeds workflows.” Electronic or “e-Tickets” provide a real-time digital representation of a material’s load information. “The e-Ticket stays in sync with the load’s journey, capturing order information, batch results, delivery status updates, electronic proof of delivery, inspection/test results and job cost/cost codes through invoice and payment processes,” Cox explains.
This real-time information is made available to all participants within the supply chain. According to Cox, this means “businesses and their trading partners have greater visibility to what is going on within the project life cycle.”
DELIVERING FEWER ERRORS PLUS TIME SAVINGS With paper tickets, truck drivers will typically drive a load across a scale, get out of the truck, enter the scalehouse to pick up copies of a paper ticket, return to the truck and drive off. “As the truck gets to the jobsite, the driver would get out, scribble his name, the type of material, the quantity, the date; somebody would scribble their name as accepted,” says Cliff Fetner, founder and CEO of Soil Connect, a digital marketplace developed to resource and move dirt and other building materials. “At the end of the day, all of these manual, handwritten tickets would find their way into the office — or hopefully, they all find their way into the office.” Lost or misplaced tickets are a common issue. “[Paper ticketing is] just a very laborious, error-prone process,” says Pace Davis, CEO for TruckIT, a dispatching and
e-Ticketing platform. “We never thought it made sense to go from essentially a digital platform, which is the scalehouse software, to print paper tickets that get put in a truck, travel miles and miles. It might be days before [drivers] hand them to someone in their company and then they get put back into a computer... It’s a waste of time and resources. It’s a lot of overhead for every party involved.” This inefficiency led Soil Connect to launch a new e-Ticketing service as part of its digital marketplace. The plan is to digitize the entire materials delivery process to eliminate the headaches and save time. “All of this information will be captured through GPS and the only thing that truck driver needs to do, very simply, is get to the jobsite, hop out of his or her truck, take a picture of the material with his or her phone, and the operator, project manager or owner [will] sign on his or her phone that he or she has accepted the load. That’s it. Then the truck driver will go on to the next stop,” Fetner explains. At the end of the day, all the information is uploaded and an invoice automatically generated. The time saved can add up quickly. “For example, if you
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m
TECHNOLOGY TRENDS
have five trucks on the road and each truck makes five stops, that’s 25 tickets just in one day,” says Fetner. “When you think about the time it takes to figure out the pricing and the material and who the client is and who signed for it, create all those invoices and then upload it — [even] if you figure each ticket takes 10 minutes, for 25 tickets that’s 250 minutes.” In other words, more than a four-hour time savings. Turn times for trucks is also faster when full-featured, contactless e-Ticketing platforms are used, according to a study conducted by TruckIT. “The easy way to look at it would be when a truck is at a quarry and it’s getting weighed, [the driver] is getting out of the truck and getting that paper ticket,” says Davis. e-Ticketing eliminates the need to leave the vehicle. “We saw on average they were saving nine minutes per load. [This] doesn’t sound like a lot of time, but when you’re doing eight to 10 loads a day, it adds up. “[e-Ticketing] just makes the entire system, the supply chain, more efficient,” he continues. “It’s the trucks getting in and out of locations faster. You don’t have any lost tickets, in theory, and you get rid of all the paper management and reconciliation processes that the scalehouses, drivers, contractors, inspectors go through. It’s getting rid of a ton of [lost] time and making it less error prone, as well.” For Soil Connect, e-Ticketing will also serve as a launching point for even more functionality. The e-Ticketing service will soon offer live tracking of vehicles to enable the business owner, dispatcher and others to know vehicle locations. In addition, a geofencing function will be available to notify when a vehicle is approaching the site. The e-Ticketing service will even have the functionality to incorporate all of the requirements and forms mandated by state and local regulations. “We will set it up that when the truck is a quarter mile away, a half mile away — whatever we set it to — the operator or project manager, whoever is in charge of that site, is going to get a text message that the truck is coming
around the corner either to dump a load or to get a load,” Fetner explains. “What we’re now doing is we’re shortening cycle times of moving dirt off the site or bringing materials to the site.”
PANDEMIC ACCELERATES UTILIZATION Safety during the pandemic became yet another compelling reason to shift to e-Ticketing platforms. A number of state Departments of Transportation (DOTs) turned to contactless models to maintain social distancing, with those already in the process of developing specs for e-Tickets accelerating the process. “e-Ticketing is a long time coming. I think everyone sees the benefits,” says Davis. “DOTs were starting to dip their toes in the water. Some had full specifications before COVID, and then others were working toward putting together pilot programs. “What has happened with COVID... when states started to lock down, the states that were already in the process of creating an e-Ticketing specification decided just to roll that out but seriously relax on what was needed to be compliant,” he says. Though specifications vary between states, the common denominator is no paper is handled. “That has completely changed the game on e-Ticketing uptake,” says Davis. “In the last [few] months, we have seen the industry completely change on what people need and what they’re asking for.” With fully contactless e-Ticketing solutions, there is no direct person-to-person contact. “e-Ticketing means that they drive off the scale and just keep going,” says Davis. “For COVID, that means they don’t need contact with handing the paper ticket over. The same goes for the other side of the transaction.” The driver doesn’t have to get out of the truck or hand a paper ticket out the window to a foreman or inspector to sign off on it. With TruckIT’s full-featured e-Ticketing option, an “AirTicket” is created for each load using a network printer located in the scalehouse. “That ticket information is shot up into our system [in the cloud] and we parse it and send that
information to all the parties that need to be involved,” says Davis. Mobile apps on in-vehicle devices (e.g., an iPad) can also send geo-notifications. “So an inspector or a foreman knows where the trucks are, what they’re carrying, how far out they are or their ETAs,” says Davis. During the pandemic, some state DOTs relaxed the rules — at least temporarily — and only required notification that a ticket has been created. “[Inspectors] can then add information when they’re inspecting it when the load has been dropped off,” Davis says. “In many cases with our system, they can see the actual ticket (the PDF version of it) and then with the different specifications, they can accept or reject loads, add temperature, add notes. That’s something that they would have been writing down on a paper ticket. “It’s essentially taking our platform and providing 20% of its functionality,” he adds, “just so people can make sure that the drivers and the inspectors and the foremen are keeping socially distanced.”
FURTHER ADOPTION ENCOURAGED While COVID-19 may have accelerated use of e-Ticketing by state agencies, the trend was already moving in that direction. Now the technology has gained national recognition for its potential to advance the transportation construction sector. In September, the U.S.
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LEARN MORE ONLINE TruckIT CEO Shares Benefits of e-Ticketing www.ForConstructionPros.com/21138293 e-Ticketing Platforms Provide Contactless Option for Construction Companies www.ForConstructionPros.com/21135710 Soil Connect Builds on Value with Addition of e-Ticketing www.ForConstructionPros.com/21196394 How Construction Businesses Can Maintain Operations During COVID-19 Pandemic www.ForConstructionPros.com/21160535 Full-Depth HMA Project Uses Cutting Edge Innovations www.ForConstructionPros.com/12262577 How E-Construction Can Increase Your Efficiency and Your Bottom Line www.ForConstructionPros.com/12164619
DOT announced the Every Day Counts program to promote “the accelerated use of tools, technologies and methods to improve road and bridge projects, reduce cost and shorten their time to completion” (www.ForConstructionPros. com/21195303). e-Ticketing was cited as one of the “ready-todeploy innovations” that could help accomplish this. According to a statement by the Federal Highway Administration: “Converting paper-based systems for project materials tickets into electronic ones, known as ‘e-Ticketing,’ improves the tracking, exchange and archiving of construction materials information. e-Ticketing also improves safety by
reducing inspector and work crew interaction with traffic and construction equipment.” The statement went on to indicate that more than a dozen state DOTs, including Minnesota, Missouri and Pennsylvania, are currently using e-Ticketing for construction contracts. Other states, including Florida and Georgia, moved from pilot programs to at least limited implementation during the pandemic. Given its adoption by more state agencies during the crisis, as well as the growing acceptance among contractors seeking more efficient alternatives to paperbased systems, e-Ticketing seems destined to see further implementation in the months ahead. ET
The latest version of Soil Connect with e-ticketing feature will allow the driver to take a picture of the material using a mobile device, obtain an electronic signature and move on to the next stop. Invoices are generated automatically.
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T E CHN OLO G Y T R E N D S | By Becky Schultz
Communications Technology Delivers on Driver Safety
Chaney Enterprises
Technology enables compliance with hands-free communication requirements while maximizing driver safety.
Effective communication is essential to Chaney Enterprises’ business. The Zello Works solution makes it both easier and safer. BELOW: Using the Zello app, the driver simply taps on a contact name or channel, presses and holds the push-to-talk button to communicate and releases the button when done.
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Chaney Enterprises
TECHNOLOGY TRENDS
C
haney Enterprises, headquartered in Gambrills, MD, has trucks delivering materials to construction clients throughout the MidAtlantic region. The company provides ready-mix concrete, sand, gravel, stone, blended soils and related construction supplies to concrete contractors, general contractors, developers and others from more than 30 locations throughout Maryland, Delaware and northern Virginia. “Concrete is what we’re known for,” says Erica Magdelinskas, marketing manager for Chaney Enterprises. “We have the red and yellow mixers that are driving around town everywhere.” Sand and gravel is a core part of the company’s business, so the company owns a sizable amount of land to harvest this material. It also has a construction supply retail division, a truss manufacturing plant and more. Delivering this wide range of materials to customers throughout the East Coast requires a sizable vehicle fleet and sound logistics management. Effective communication is essential to ensuring satisfied customers, and to ensure drivers get to locations and back in a safe and timely manner.
A COMMUNICATIONS TRANSFORMATION Until recently, Chaney Enterprises had used what Magdelinskas refers to as an “old school” communications platform — a private, closed-loop, 800-megahertz channel system similar to those used by fire departments and EMS units. “But the tower rental got to be exceedingly expensive,” she notes. “There’s a lot of new technology out there and we wanted to take a look at that — see what would make sense for us. We just saw the need to transform to a new platform.” After doing some research, the company came across the Zello push-to-talk, live voice solution. Modeled on walkie talkies, the solution enables users to speak to each other at the push of a button anywhere there is an Internet or data connection. The feature-rich mobile app transforms smart devices into “Internet walkie talkies” that
can also share photos, send text messages, track locations and trigger emergency alerts in mission critical situations. Zello offers a free (Zello) and a subscription-based (Zello Work) solution. The driver interface is based on a mobile app that can be downloaded to a smartphone or tablet. The user simply taps on a contact name or channel, presses and holds the push-to-talk button to communicate and releases the button when done. “We needed something user friendly. We were looking for something that had an app,” Magdelinskas explains. “Our drivers are already using iPads because we are a paperless company, so that gave us the option to use that feature with the iPad. And then we wanted something that had a connection for a Bluetooth microphone for the communication aspect. Zello just had everything we needed. “It really just checked all of the boxes for us,” she adds.
SAFE, COMPLIANT SOLUTION To facilitate communication across all aspects of its business, Chaney Enterprises is utilizing the subscription-based Zello Works solution. It allows users to create a private network on a dedicated server and use a web-based management console to configure the system to the company’s needs, including showing user status and tracking drivers. Available features include premium maps and emergency alerts, a message vault and a Dispatch Hub to connect drivers and dispatchers. Drivers are using the Zello app in two of the three main regions in which Chaney Enterprises does businesses; use in the third region is limited due to a lack of infrastructure to ensure connectivity. Communication is now both simpler and safer. “[Drivers] don’t have to touch the iPad. They just hit a button on the mic and then it opens up the designated channel so they can communicate, and they can still stay DOT-compliant with the no handheld devices law,” says Magdelinskas. This ability is critical to the company’s operations. “There is a lot of communication that needs to occur in our business. There are a lot of last-minute questions and customer needs that pop up, and obviously traffic issues,”
Magdelinskas states. “So, it really helped us to have that communication piece... while allowing drivers to focus on the road and their main job, which is delivering our products on time and in spec.”
ONGOING EVALUATION Chaney Enterprises continues to evaluate the various options and accessories offered with the Zello solution — for example, lapel-mounted mics. “Drivers just have it on their shirts. That’s been very convenient because they don’t have to take their eyes off the road — they can just hit a button,” says Magdelinskas. With various options and accessories available, Chaney Enterprises continues to identify which ones work best for its operations. “We have a mixture of the mics that use the Bluetooth through the iPads and then we tried using some of the bolt-in radio tone, CB-style units... to see how that works. We really like that feature, so I think we’re going to be eventually moving to that,” Magdelinskas indicates. “That way, they’re ready to be used at any time and [drivers] can really stay connected. We don’t have to worry about recharging anything and... about people losing the Bluetooth.” While the evaluation continues, overall, Chaney Enterprises has been very pleased with the results it’s seen thus far. “It’s just kept our drivers safer and compliant and also still able to do their jobs,” Magdelinskas states. “I can’t stress enough how important communicating with them is to what we do. Some people don’t understand how the construction industry changes day to day, hour to hour. There are all kinds of issues that our [drivers] face on the road, whether it’s traffic or road work or an accident. Or our customer changes their mind as far as exactly where they need the product to be delivered [on the jobsite.] “[Zello] allows us to be very versatile and keep doing what we’re doing,” she adds. ET
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Chaney Enterprises uses Zello Works, which allows users to use a web-based management console to configure the system to the company’s needs, including showing user status and tracking drivers.
Chaney Enterprises
FIND MORE ONLINE Push-to-talk Technology Company Gaining Ground in Construction www.ForConstructionPros.com/21121692 [VIDEO] Large Construction Companies Using Zello Walkie Talkie App www.ForConstructionPros.com/21121261
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T E CHN OLO G Y T R E N D S | By Tom Burlington
Fleet Management Solutions Can Reduce Trucking Costs How an automated job tracking system can reduce the five main costs in trucking operations.
E
very job is a source of useful information, but what is that information worth? Your bookkeeper can generate a job costing report that shows whether any specific job made money. But does that report tell you whether or not your next job will be productive? The answer is usually no, and that can be a big problem. How can you accurately bid, schedule and plan jobs without vital productivity and performance data? Job costing reports only on income and expense data, not the costs associated with all operational variables. If you don’t have a way to understand those costs, how can you be able to control them? What you need instead is an automated job tracking system that includes smart quoting, dispatching and billing functions. Because job tracking software measures and reports on all the quote-to-cash variables in real time, you have total visibility into job costs and progress daily; easy access and understanding of performance trends and averages; and complete digital control of freight and material quoting, truck scheduling and dispatch, sub-hauler management, automated dispatch delivery, billing, driver settlements, driver compliance and profitability reporting. Job tracking data is essential for creating realistic estimates, bids, schedules and budgets. Running trucks is a complicated business. Integrating a custom telematics solution enables you to make the most of all your assets. Most soft costs are hidden costs until they get quantified. These costs can include safety, productivity, downtime and more. It is essential that these costs get identified
and controlled in any trucking operation.
5 SOFT OR HIDDEN TRUCKING COSTS There are five main soft or hidden costs that can be a challenge in a trucking operation: ˜ Excess idling is expensive; it wastes fuel and can shorten the life of the equipment. Drivers are happy to idle their trucks to keep warm in the winter or cool in the summer. To control excess idling, you can set alerts so that the driver and dispatcher are alerted when a driver has idled over a certain period. ˜ Controlling driver behavior is essential. Alerts and a driver scoring system can grade drivers on things like arriving later than the scheduled time, hard braking, hard accelerating, hard cornering, excess idling, taking longer than allowed at the load or delivery site or stopping between the load and delivery sites. Most of these behaviors waste fuel and decrease the safety of the fleet. ˜ Driver productivity can be challenging to gauge. It is done by bringing everything back to a dollar per hour that the driver is generating for the company for tonnage or per load hauls. The drivers’ loop times can be assessed in real time and compared with other drivers on the same job. Alerting the driver when they are in excess loading or unloading times will also increase their productivity. ˜ The beginning and end of the driver’s day can be a high hidden cost. Drivers may arrive early, check in and then have a conversation in the shop. Or after their shift,
they may linger in the driver’s room before checking out. You can control the beginning and ending of their day by sending a schedule from dispatch to the truck. The device in the truck becomes the driver’s timecard. Once the driver logs in, you can begin tracking them as they do their pre-trip and head out of the yard. At the end of the day, once the driver arrives back at the yard, you can allow a specific amount of time for their post-trip inspection and fueling and then you can auto-log them out. ˜ Helping drivers to be more productive helps them make more money. It is also important that drivers are paid accurately and on time. By tracking all this information electronically as it happens, the driver’s settlements are correct and timely. Most of these problems are solved by using a good telematics system integrated into the dispatch and back office. Getting the scale tickets or bills of lading from the suppliers integrated into the system is fundamental, too. Having a fully integrated supply chain helps identify and control soft and hidden costs.
Command Alkon
have live map technology that can reduce transit time and fuel usage by providing accurate, more optimal routing based on traffic, weather, road conditions, construction zones and restricted roads. Construction equipment is costly and must follow a strict maintenance schedule. Telematics devices help contractors proactively maintain their vehicles by tracking mileage and engine hours. Fleet management software can be set up to monitor maintenance schedules with service reminders, which will reduce vehicle downtime and ensure job schedules can be met. Some construction equipment is subject to government mandates. Electronic logging devices (ELDs) measure drivers’ time and mileage to ensure truck drivers are staying within their Hours of Service (HOS)
requirements. Relieving drivers from the burden of paperwork allows them more time in the field. Fleet management solutions can digitally transform construction contractors by improving efficiencies within logistics and boosting the productivity of drivers, dispatchers and managers. Projects are better managed from beginning to end, providing a competitive advantage while improving bottom line profits. ET Tom Burlington is in technical sales at Command Alkon.
ABOVE: Driver productivity can be calculated by bringing everything back to a dollar per hour that the driver is generating for the company for tonnage or per load hauls. BELOW: Fleet management solutions can digitally transform your company by improving efficiencies within logistics and boosting the productivity of drivers, dispatchers and managers.
WHY A GOOD TELEMATICS SYSTEM IS IMPORTANT If the delivery of products and equipment needs to be rerouted or rescheduled, telematics systems have tracking capabilities, allowing the user to find alternative routes. Many fleet management systems like these Command Alkon
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TECHNOLOGY TRENDS Products Stellar Telematics for Service Trucks Stellar Telematics for service trucks consists of Fleet View for fleet managers and E-Link Mobile for operators. • Fleet View online dashboard helps fleet managers by giving them access to real-time and historical data on work truck equipment • Monitor data on crane usage, load trends and compressor usage to make more-informed equipment decisions • E-Link Mobile provides ability to control equipment, access real-time diagnostics, view upcoming preventive maintenance needs and reference technical manuals from a mobile device
www.forconstructionpros.com/21139220
Earthwave Fleetwatcher Materials Management Solution The Fleetwatcher Materials Management Solution is a wireless telematics system for paving contractors that uses load cycle analysis to allow users to see where problems are occurring and correct them in real time. • Electronic Ticketing helps drivers eliminate points of contact and ticket transfers • Creates individual scale tickets and provides material haul summaries for state-funded roadway projects • Tickets and summary reports available via cell phone • Integrates with popular accounting and payroll applications and scale systems
www.forconstructionpros.com/12294134
Verizon Connect Integrated Video Integrated Video is a road facing dashcam that uses artificial intelligence and machine learning to help categorize harsh driving events. • Begins recording once engine is turned on and continues until engine is off • Reviews footage based on driver behavior triggers and classifies it as a collision, dangerous, harsh driving or low risk • Video viewable in the Reveal fleet management software on mobile or desktop within minutes of the event or can be downloaded for later use • Identify driver and speed and see vehicle location with GPS tracking • Alerts when a video is available
www.forconstructionpros.com/21136272
This 1080p high-definition video recording device incorporates a forwardfacing dashcam and an interior-facing camera to monitor driving activity. • Drive Recorder can also receive input from a third wired camera • 175° field of view provided by both cameras ensures events are captured as they occur in and around the vehicle • Drive Recorder’s compact size allows it to be mounted behind the rear view mirror without obstructing the driver’s view • Pairs accident-triggered event recording with background video capture, allowing moments leading up to an event to be captured in addition to the event itself
www.forconstructionpros.com/21114666
TruckIT Web and Mobile App
Viewpoint Service Tech The Service Tech app provides service technicians with an easy to use mobile field tool to manage and review work orders, assign and update labor, collect electronic signatures, upload jobsite photos and forms and more. • Technicians can streamline and report back on service activities from any mobile-enabled device, whether working online or offline • Enables user to view all assigned work orders, add and read related notes and access maps for directions • Available as part of the ViewpointOne suite
www.forconstructionpros.com/21139219
B2W Schedule Trucking Management Capabilities B2W Schedule includes features to allow schedulers and dispatchers to assign, view and modify truck requirements and deliveries being fulfilled by their fleets and third-party contractors. • Move Planner and Mass Haul Planner can be used to manage equipment moves and mass haul schedules • Notifications about trucking assignments can be communicated automatically to drivers via text message or email • Map View uses GPS and telematics data to validate the location of resources
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TRUX Contactless Ticketing Solution TRUX Contactless Ticketing is a robust e-Ticketing solution that integrates sales orders and scale tickets directly into technology solutions for all participants in the material supply chain. • Allows contractors, dump truck drivers and material producers to safely and digitally record and track data from construction projects • Leverages unified digital dispatching, hauling and site contact load tracking and resolution software • Meets established requirements from the leading state DOTs across the country for digital ticketing
www.forconstructionpros.com/21139310
TruckIT launched a comprehensive upgrade to its cloud-based technology suite for construction dispatching and electronic ticketing solutions. • Includes simplified dispatch workflows, a unified mobile app and redesign offering the full capabilities of the web portal, centralized project reporting and analytics and enhanced load material monitoring • DOT-compliant e-Ticketing solution operates as a fully automated and paperless electronic ticketing system • AirTicket add-on component easily integrates directly with any existing scalehouse system
www.forconstructionpros.com/21130585
Lytx Badge Driver Identification Solution The Lytx Badge driver identification solution detects driver identification using a QR code without requiring any additional hardware. • Driver scans a unique QR code either from a badge or cell phone using the installed DriveCam Event Recorder • Driver’s name recorded along with vehicle data for visibility into worker and vehicle data including a driver’s hours, how much time the vehicle is moving during each shift and how much idle time occurs • Automatically assigns events captured by DriveCam to the appropriate driver • Works with Driver Safety, Risk Detection and Fleet Tracking modules
www.forconstructionpros.com/21159835
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Pro-Vision HD Fleet Dashcam
Ford Telematics Platform and Mobile App Ford Telematics is a web-based software platform and subscription service designed to grant fleet managers easy access to important connected vehicle data. • Monitor fleets with GPS tracking and geofencing • Obtain live vehicle health alerts and set reminders for vehicle service • Analyze driver behavior and help manage fuel usage • Mobile companion app for drivers helps associate drivers with vehicles and enables drivers to report vehicle condition
www.forconstructionpros.com/21136521
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WHE E L LO A D E R S | By Curt Bennink
PAYLOAD MANAGEMENT SYSTEMS
Speed Production Prevent wasted time and excessive wear and tear due to misloading trucks.
Volvo Constructio n Equ
ipment
Volvo recently introduced five new Load Assist apps for tire pressure monitoring, mapping, performing calculations, note taking and weather monitoring.
P
A payload system is vital to optimize wheel loader and operator performance. Without a payload system, everything is based on a guess or by “feel.”
ayload management systems speed the loading process while preventing overloaded trucks. The goal is to increase cycle times while maximizing payload. “Payload weighing systems can be used to maximize production and revenue by increasing efficiency and allowing more trucks through the facility,” says Grant Van Tine, solutions marketing manager, John Deere. Two common scenarios can occur when payload weighing systems are not used. “Once loaded, when a customer truck reaches the scale, it could be under or over its target weight. If overweight, the truck will have to dump excess material, which
will then need to be stockpiled by the loader. If underweight, the truck will either leave as-is or will have to get topped off,” Van Tine points out. “Both scenarios cause disruptions, inefficiencies, potential delays for other trucks waiting to be loaded and lost revenue. Payload weighing systems ensure each truck is loaded to its target weight at the pile, maximizing efficiency and revenue per truck.” Payload management systems eliminate the guesswork. “It would be just guesswork without a scale. Payload management systems give visibility to the loader operator so that he/she knows the exact weight of each bucket being loaded onto the truck,” says Sam Shelton, marketing manager, Hitachi Construction Machinery Loaders America. “It also enables the loader operator to load with confidence that he/ she will load accurately, optimizing the company’s profitability and without the fear of overloading the truck.” When operating over public roads, there are legal considerations. “Overloading a truck can lead to fines if the truck driver is unaware (which can happen with today’s digital invoicing), or the truck must pull over and dump to get to legal weight,” says
Shelton. “Neither is the desirable customer service experience.”
PAYLOAD MANAGEMENT IS A MUST HAVE “Get payload if you do not have it, and if you have it, use it,” advises Jason Hurdis, global market professional, Caterpillar. “Payload systems can save so much money — faster truck loading, less truck recycle, reduced operator fatigue, less maintenance — for any operation. In my opinion and experience, a payload system is vital to optimize wheel loader and operator performance. Without a payload system, everything is a guess or feel. If you can measure something,
you can track it. If you can track it, you can manage it. If you can manage it, you can improve it.” Eric Yeomans, product manager, wheel loaders, Volvo Construction Equipment, adds, “Make sure fleet managers and operators understand what the systems offer, how to interpret the data and how to respond.” Review the data and use it as training material. “For example, if an operator is consistently under loading, take the opportunity to educate him or her on the issue, allowing them to grow into a more efficient wheel loader operator.” It is all about speed and accuracy. “The faster the material is
Caterpillar
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moved, the faster the trucks or trains can leave, thus more trucks can be loaded in an hour, day or week, increasing production for the site,” says Hurdis.
the bucket control lever. This will reset the total tons to 101.6 U.S. tons and the system will be armed for the next haul truck loading cycle.”
If a payload management system is truly designed with operator success in mind, it will offer options that make their work easier and safer without intimidating them. “The payload meter system can be used to ensure all offroad haul trucks are being loaded to their rated capacity,” says Robert Hussey, product marketing manager, Komatsu America. “For example, if a haul truck has a rated payload of 101.6 tons (such as the Komatsu HD7858), the payload meter system can be set in subtraction mode with the total tons at 101.6 tons. As the operator loads the truck, the payload in each bucket will be subtracted from the total tons, enabling the operator to accurately load the haul truck to its rated load. When the truck is loaded, the operator can simply press and hold the payload meter reset switch located on
Customers should ensure they understand how the system functions. “For example, the customer needs to know the conditions necessary to both start and stop a successful measurement,” says Adam Braun, product marketing manager, Komatsu America. “Such a basic knowledge can prevent frustrations when an operator is using a system for the first time.” Taking full advantage of the features a payload system offers allows companies to gain the most benefit. “Most payload weighing systems provide detailed data tracking capabilities,” says Van Tine. “The John Deere payload weighing system for the 744L, 824L and 844L
wheel loaders is capable of tracking individual operator grand totals, as well as totals by customer, job and product type. This data can then be offloaded onto a USB drive or through a telematics system to be imported into other systems.” He adds, “Features like dynamic weighing and the ability to tip-off at the pile or the truck allow loader operators to accurately achieve target weights quickly and consistently. Dynamic weighing calculates weight while in motion, so the loader operator does not need to stop to capture the weight of each bucket load. Quick keys on the display can be set up for specific customers to automatically pull up preset target weights for a particular customers’ trucks. There are multiple settings available that can be set up and saved to an individual operator’s preference.” Operators need to understand how to properly utilize the functions on the particular payload system being utilized. Consider the addition and subtraction functions on the Komatsu payload management system: ˜ When in addition mode, the payload meter adds each recorded payload to a running total. This total can be used to track how much material has been loaded into a haul truck and reset when the truck is fully loaded. It can also be used to track the total amount of material loaded from an area of the site. ˜ When in subtraction mode, operators enter the total amount of material they want to load. Each time they complete a pass on a truck, the payload from that bucket is subtracted from the total amount. This function can be used to track total tonnage moved from an area of the site and indicate when the wheel loader can move to another area. ˜ For both addition and subtraction mode, five different target materials can be selected (A, B, C, D, E). These target materials can be linked to different areas of the site, enabling operators to track their productivity in each area. The selectable target material function can help operators achieve more
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CALCULATE ROI “The greatest return from a payload system is material measurement, cycle time reduction and truck throughput improvements,” notes Jason Hurdis, Caterpillar. “All of these are costs to a producer. Any reduction or improvement improves the bottom line.” “Optimizing cycle times and productivity save a great deal of time, and time is money,” notes Eric Yeomans, Volvo Construction Equipment. “Payload management systems also help operators learn and grow, which leads to time and money savings, as well. Overloaded trucks can also experience more problems, including unnecessary wear and tear, which adds up quickly in maintenance costs.” Volvo Construction Equipment provides an example of how onboard weighing can impact ROI: 500 truck loads per month x 15% inaccurate load rate x 12 months per year = 900 trucks needing reloading/reweighing per year x 1 additional labor hour per reloaded truck x $25 per hour labor cost = $22,500 potential labor savings per year Avoiding reloading and reweighing also helps reduce fuel costs: 4 gallons burned per reload (truck and wheel loader) x 900 reloads per year x $2.80 per gallon = $10,080 potential fuel savings per year
accurate material blending ratios. New features are constantly being added. “The Load Meter system that was recently introduced with the [Komatsu] WA475-10 features new functions not previously available, such as a dump monitoring function that allows for realtime monitoring of remaining material weight in the bucket (tip-off ),” says Braun. “There is also an empty bucket calibration feature that allows the operator to easily calibrate the weight of the empty bucket to ensure the system has proper accuracy throughout the work day.” Payload Management Systems cannot compensate for operator skill. “You still need a skilled operator — they can’t rely 100% on the tech,” says Yeomans. But these systems can be utilized as training tools. “A coaching feature can help operators maximize their productivity and fuel efficiency. Operators need to understand that ground conditions, inclines and other project characteristics factor into choosing the right modes. That’s where the operator coaching feature can help.” The Operator Coaching feature on Volvo’s Load Assist provides real-time guidance on idling, braking, throttling and engaging the transmission lockup. “This helps operators know how their actions influence
If you can measure something, you can track it. If you can track it, you can manage it. If you can manage it, you can improve it. —Jason Hurdis, Caterpillar
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the machine and helps managers identify opportunities for additional improvement,” says Yeomans.
CALIBRATION ENSURES ACCURACY Payload systems need to be calibrated to ensure accurate data. “Like any machine or software, payload needs maintenance,” says Hurdis. “The most frequent maintenance for payload systems is calibration. Some systems have full calibration that could take anywhere from 5 to 15 minutes. Our systems have full and simple calibration features that reduce the timeframe
and allow for improved accuracy by allowing the operator to simply calibrate the system to known outbound truck weights from the scalehouse.” Braun adds, “The most important tip we can provide to our customers so they get the most out of the payload management system is to keep the system calibrated following the proper procedures in the operating manual for their equipment. In order to ensure proper function on the load meter, Komatsu recommends that calibration occurs at a minimum of every three months, or after
any component of the system is replaced.”
TELEMATICS DATA INTEGRATION ADDS VALUE Telematics systems can prove useful with payload systems. “Use off-board data reporting such as VisionLink or other systems to track material flow, tonnage and other metrics,” advises Hurdis. “The power of these reports and data is extremely helpful in tuning any operation for maximum efficiency and profitability.” OEM systems can often integrate payload with onboard
telematics. “One of the differentiators is that Load Assist is integrated with the machine’s computer so you can monitor certain information remotely, like total gallons of fuel vs. production, production tons per hour, tons per gallon of fuel, etc., via the telematics production reports,” says Yeomans. Data can also be exported via a USB or sim card, or by tethering to the cloud. In a pit extraction application, Hitachi’s LOADRITE system reports on extraction tons per hour (tons per each haul truck loaded). “This is
John Deere
The John Deere wheel loader payload weighing system can be within 2% accuracy if calibrated properly. In addition, the system offers data tracking with totals by operator and customer and material type that can be offloaded to a USB drive or transmitted through the JDLink telematics system to be used in other software.
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useful because the quarry supervisor can see if the extraction — load and haul process — tons per hour is in line with the crusher tons per hour,” notes Shelton. “If your primary crusher is designed for 500 tons per hour and your extraction process is doing 300 tons per hour, then you will see the performance gaps and enable optimization/maximization.” Without a payload management system, you would have no idea.
AFTERMARKET OFFERS HIGH-END OPTIONS There are several aftermarket suppliers offering high-end payload systems that are very precise and produce quality data that can drive efficiency across the operation. Trimble LOADRITE ranks among the high-end aftermarket solutions. “Hitachi Wheel Loaders has partnered with Trimble LOADRITE,” says Shelton. “The Hitachi LOADRITE system provides insights, not just reporting. This is a great fit with our after sales solutions’ focus, providing data and interpretations that lead to increased efficiency and performance.” Consider a quarry application. “Trimble’s solutions combine loader scales, excavator scales, haul truck monitors and conveyor scales as inputs to the Trimble cloud system, where the customer can visualize and gain insights into their quarry extraction, processing and loadout,”
notes Shelton. “Trimble highlights KPIs such as tons per hour of each process, tons sold per customer, by date, etc. This data provides much more insight than the data ‘20t on a truck.’”
PICK THE RIGHT SYSTEM “Accuracy and data tracking are two key factors to compare when choosing a wheel loader payload management system,” notes Grant Van Tine, John Deere. “The John Deere wheel loader payload weighing system can be within 2% accuracy if calibrated properly. Additionally, [the system] offers data tracking with totals by operator, customer and material type that can be offloaded to a USB drive or transmitted through the JDLink telematics system to be used in other software.” According to Caterpillar’s Jason Hurdis, key attributes when looking at payload systems should include: ˜ Easy to read, understand and use display ˜ Easy and fast to calibrate systems ˜ Smart integration with the machine and other cab monitoring systems ˜ Ability to offload data for tracking and management ˜ Operator features such as tip-off, truck target settable and material identification Volvo Construction Equipment urges contractors to compare the accuracy of the systems. “With Load Assist, On-Board Weighing provides real-time information on every bucket’s load within +/-1% accuracy,” says Eric Yeomans. When and how that weighing occurs is important. “Some payload management systems require the loader to be stationary to be weighed. Volvo Load Assist, on the other hand, is dynamic, meaning the operator can weigh loads on the move. As the operator approaches the truck, it will lock in the weight, letting them see on the in-cab display the exact weight of the load they are about to dump.” Make sure your payload system has the latest technology as these systems continue to evolve. For instance, systems that offer tip-off have proven valuable for enhancing productivity. But Hitachi notes that this is becoming yesterday’s technology. “Tip-off requires the loader operator to do a full lift and then adjust the bucket weight,” notes Sam Shelton. “Hitachi’s LOADRITE L3180 includes a preview weighing feature providing the weight after the bucket is clear from the pile. This eliminates the need for a full lift. At the same time, it reduces machine wear.” Simplicity is also key. “If a payload management system is truly designed with the operator’s success in mind, it will offer options that make their work easier and safer without intimidating them,” says Yeomans.
THE BENEFITS OF INTEGRATED SYSTEMS Systems developed by the wheel loader manufacturers have the capability of interfacing with existing systems on the machines. This level of integration can add to the overall productivity. “There are three main benefits to selecting an OEM payload system,” says Hurdis. These include: ˜ System integration. Who knows the sensors, hydraulic systems, computer systems, wire harnesses and other components required for accurate and repeatable system operation better than the OEM? ˜ Service, repair and support. OEM solutions also offer service and repair benefits. The same technician that services the machine can also service or repair the payload system, offering the customer a onestop shop for help. ˜ Visibility. Today’s operator stations and cab have a lot going on in them. The operator has more settings and switches than even before. OEM systems allow for payload systems to operate on existing cab monitors or displays. This eliminates another display being
mounted in the cab that can affect visibility. OEM-based payload systems can also communicate with other vehicle systems. “One major difference between the John Deere payload weighing system on the 744L, 824L and 844L wheel loaders and aftermarket systems is that the John Deere solution also comes with an autolube system,” says Van Tine. “Lubrication is key to payload weighing
The Load Meter system introduced with the Komatsu WA475-10 features new functions such as a dump monitoring function that allows for real-time monitoring of remaining material weight in the bucket.
Komatsu
Hitachi has partnered with Trimble LOADRITE. Trimble highlights KPIs such as tons per hour of each process, tons sold per customer or by date, etc.
Hitachi
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system accuracy and autolube ensures the machine is regularly greased during operation.” Volvo recently introduced five new Load Assist apps for tire pressure monitoring, mapping, performing calculations, note taking and weather monitoring. “These make maintenance and everyday life easier for fleet managers and operators, which trickles down to their productivity.” ET
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Sany SW405K Wheel Loader The SW405K has an operating weight of 40,786 lbs., a full turn tipping load of 28,881 lbs. and is powered by a 252-net-hp Deutz TCD 7.8 four-cycle, turbocharged, electronic-controlled diesel engine. • Z-bar linkage design delivers nearly 40,000 lbs. of breakout force • Comes with a 4.2-cu.-yd. bucket capacity and has a 123-in. maximum dump height • High-pressure, load-sensitive hydraulics offer a 10% to 15% reduction in energy usage • Features a boom suspension system, bucket self-leveling, return-to-dig and automatic transmission kickdown
Doosan DL580-5 Wheel Loader The 380-hp, 79,433-lb. DL580-5 wheel loader has a 65,455-lb. static tip load (straight), a 10-ft. 5-in. dump height and comes with a 9.0-cu.-yd. bucket. • Provides the ability to fill a 24-ton overthe-road truck in just two passes • Reinforced Z-bar, larger profile arm and lift cylinder geometry work together to improve lifting capacity and performance • Heavier front and rear axles with six-disc outboard brakes on each hub • Standard heavier counterweight, electric steering and rearview camera • Optional Trimble LOADRITE L3180 SmartScale
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H Liebherr XPower Large Loaders
Wacker Neuson WL95 Loader
The L 550 to L 586 XPower loaders feature 39,022- to 71,871-lb. operating weights, tipping loads from 26,896 to 47,620 lbs., bucket capacities from 4.19 to 7.85 cu. yds. and breakout force from 28,101 to 58,450 lbs. • Power split driveline combines hydrostatic and mechanical drives for maximum efficiency in all loading cycles • Liebherr-Power-Efficiency (LPE) optimizes interaction between the diesel engine, gearbox and working hydraulics • Incorporate stronger axles and a standard automatic self-locking differential • 191- to 354-hp Tier 4 Final engines operating at a low 1,100 to 1,300 rpms • Available intelligent assistance systems
The heavy-duty WL95 articulated loader has a 2-cu.-yd. bucket and straight bucket tipping load up to 14,394 lbs. • 136-hp Deutz 3.61 engine and variable hydrostatic transmission provide optimal traction and travel speeds up to 12.4 mph • 31-gpm standard auxiliary hydraulic flow • Large, fully glazed, air conditioned cab offers added legroom, a comfortable operator seat and a clear view of attachments • Standard multifunctional joystick and jog dial, 7-in. color display, return-to-dig function, ride control and reversing fan • Telescopic version (WL95T) offers a 17-ft. 10-in. reach
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Venieri VF5.63C Loader The VF5.63C articulated loader has a four-cylinder Deutz engine and boasts an 8,598-lb. lift capacity, 14,100-lb. breakout force and a static tipping load at full turn of 9,700 lbs. • Maximum weight of 13,820 lbs. • Features “Z” Kinematics, a rear oscillating axle, hydrostatic transmission and four-wheel drive • Enclosed cab offers 360° visibility, ergonomic seating, a detailed LCD dash screen and very accessible controls for operator efficiency and safety
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JCB 475 HT High-lift Loader A high-lift (HL) loader arm option for the 4.5-cu.yd. 457 HT enables a hinge pin height of 15 ft. 5 in., 23 in. higher than the standard ZX loader arm. • HL loader arm reduces stress on the loader end and improves roll-back torque for easier curling of heavy attachments at full operating height • 44,428-lb. operating weight • 258-hp MTU four-cylinder, no-DPF Tier 4 engine
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Bobcat L23 and L28 Small Articulated Loaders The 3,790-lb. L23 and 3,740-lb. L28 offer rated operating capacities of up to 1,395 and 1,534 lbs. with tip capacities up to 2,789 and 3,068 lbs. • Lift heights of 85.4 in. and 104.3 in. • Machine automatically enables high traction or turf safe modes based on operation • 25-hp, 2,600-rpm engine • Telescoping lift arm includes a dualcylinder design that keeps the load level as operators move the bucket • Fingertip auxiliary or telescopic controls facilitate quick, simple operation • Available Bob-Tach attachment mounting system or Power Bob-Tach system
www.forconstructionpros.com/21121369
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Komatsu WA475-10 Wheel Loader The 56,240-lb. WA475-10 combines a 290-hp SAA60125E-7 Tier 4 Final diesel engine and a Komatsu Hydraulic Mechanical Transmission that enable up to a 30% increase in fuel efficiency. • Provides a 5.5- to 5.8-cu.-yd. bucket, up to 44,332 lbs. of breakout force and up to a 45,283-lb. static tipping load • Independent Work Equipment Control simplifies operation and reduces fuel consumption by separating the accelerator pedal from work equipment speed • Boom lift force increased by 20% and breakout force improved by 8% • Auto hill holding function enables the unit to remain stationary on a slope without using the brakes
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John Deere L-Series Utility Wheel Loaders The 524L, 544L and 624L are powered by John Deere 6.8-liter, Tier 4 Final diesel engines rated at 152, 166 and 192 hp. • Electrohydraulic loader controls include integrated third- and fourth-function auxiliary hydraulics • Ergonomically designed, seat-mounted right-hand joystick includes standard forward-neutral-reverse switch and fully integrated auxiliary hydraulic controls • Return-to-dig settings can be set from the cab for both directions of the bucket • Standard parallel lift linkage
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Caterpillar 910, 914 and 920 Compact Wheel Loaders The 17,822-lb. 910, 19,056-lb. 914 and 21,694-lb. 920 are available in a highlift configuration with the 914 and 920 also offered in an aggregate-handling configuration. • Powered by a 111- (910, 914) and 122-hp Cat C3.6 diesel engine • Rotary-sensor-kickout system with fork and bucket settings available (910, 914) • Fork and bucket settings and cylinder snubbing included in the 920’s standard kickout system • New auxiliary lines available when the three- or four-valve option is selected • 914 can now be equipped with the Fusion Coupler System
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Hyundai HL930A Wheel Loader The HL930A is sized to meet the needs of utility and general contractors, with the HL930A XT offering a 25,135lb. operating weight and 2.5-cu.-yd. standard bucket capacity. • 130-net-hp Cummins B4.5 Performance Series diesel engine • Includes Engine Connected Diagnostics and an enhanced onboard weighing system • Eco Report analyzes loader operation status based on operator performance • Smart Power Mode reduces fuel use • HiDETECT system with radar detects rear obstacles (day and night) without blindspots and reports status of nearby moving or stationary objects
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Gehl 650 and 750 Wheel Loaders The 9,080-lb. 650 and 10,920-lb. 750 articulated wheel loaders feature larger engines, higher horsepower, a digital instrumentation display, Power-A-Tach attachment mounting system and a multi-function joystick. • 64.4-hp Yanmar (650) and 74.3-hp Deutz (750) Tier 4-certified engines • Provide 6,409- to 7,907-lb. straight tipping loads with the bucket and up to 130.5- (650) and 136.8-in. (750) bucket hinge pin heights • Offer Z bar-type linkage, optimal bucket dump angles, mechanical return to dig and greater forward reach
www.forconstructionpros.com/12207292
Hitachi ZW220-6 Mid-size Wheel Loader The 38,910-lb. ZW220-6 is powered by a 200-hp Cummins Tier 4 Final no-DPF engine and delivers 34,170 lbs. of breakout force. •Heaped bucket capacity of 4.2 to 4.7 cu. yds. • Loading heights of up to 13.5 ft. • Transmission offers two auto modes and one manual mode to adapt to the application • Parallel tilt & lift movement smooths out digging operations and Tandem function prioritizes the bucket while dumping • Includes an automatic return-to-dig function, auto shutdown feature and optional E-Stick steering system
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Takeuchi TW65 SERIES 2 and TW80 SERIES 2 Compact Loaders The TW65 SERIES 2 and TW80 SERIES 2 offer 11,354- and 12,700-lb. operating weights, 4,050- and 4,445-lb. rated operating capacities and 11,600 and 13,960 lbs. of bucket breakout force. • Reach and dump heights up to 8 ft. 6 in. • 73-hp Deutz turbocharged, water-cooled, Tier 4 Final engine with a maximum torque of 192 ft.-lbs. at 1,800 rpm • Standard travel speed of 12.4 mph, or up to 24.8 mph using the high-speed road gear option and ride control accumulator • Improved cab with automotive-styled interior design, a frameless door, easy to operate function switches, inching pedal and precision pilot controls
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Avant 860i Compact Wheel Loader The 5,600-lb. 860i with standard telescopic boom offers a lift height of up to 137.8 in., a maximum tipping load of 4,190 lbs. and up to 4,850 lbs. of breakout force. • 57-hp Kohler KDI 1903 TCR diesel engine • 21.1-gpm high-flow auxiliary hydraulics • Optidrive drive circuit improves performance by as much as 10% • Hydrostatic drive transmission with up to 18.6-mph travel speed • 53.9-in. inside turning radius
Mecalac AS1600 Swing Loader The 12-ton AS1600 swing loader features the ability to pivot its bucket 90° to either side to discharge material. • Rigid frame and automatically engaging rear axle allow bucket to pivot in either direction without reducing overall stability • Two-wheel, four-wheel and crab steering options • Bucket capacities range from 2.1 (standard) to 3.3 cu. yds.
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Case Upgraded F Series Compact Loaders The 58-hp 21F, 64-hp 121F, 74-hp 221F and 74-hp 321F have adjustable electrohydraulic controls for advanced bucket lift and tilt functionality. • 11,272- to 13,303-lb. operating weights and 5,265- to 8,354-lb. lift capacities • Bucket metering provides more precise and consistent movement of the bucket edge while metering or sifting material • E-inching pedal uses an electronically-controlled inching valve to provide greater response and control • Include a “maintenance-free” Tier 4 Final particulate matter catalyst solution and cooled exhaust gas recirculation engine • Automatic Ride Control feature engages at higher ground speeds to retain bucket load
www.forconstructionpros.com/11322803
Volvo L60H, L70H and L90H 2.0 Wheel Loaders The H-Series 2.0 updates to the L60H and L70H provide enhanced fuel efficiency and productivity features. • Tipping load increased by 1.7% (L60H), 1.6% (L70H) and 3.4% (L90H), with dump height increased 3 in. on the L90H • Lockup torque converter (L70H and L90H option) lowers rpm and increases speed for faster cycles times • Smart Control ensures correct torque in all situations, while Rim Pull Control reduces wheel spin and slippage • Electro-servo hydraulic controls (L70H and L90H) • Optimized design of the loader arm results in increased payload
Level Best GB-0108 Precision Grader Blade Level Best specializes in precision grading attachments for Compact Track Loaders (CTLs) and Skid Steer Loaders. The new GB-108 Precision Grader Blade works with every make and model of CTLs and guidance systems, making it a valuable addition to contractor equipment fleets. It is easy to learn even for entry level operators, who are typically grading like seasoned veterans within a day. The GB-108 is highly versatile and can adjusts in four different axes. Ideal for precision grading to within 0.1” of engineering spec. • Attachment fits every Compact Track Loader make and model • Works with all brands of GPS guidance and Total Robotic Station systems • Unrivaled precision grading to within 0.1” of spec • Easy to learn for entry level workers
LevelBestGrading.com
www.forconstructionpros.com/21018916
www.ForConstructionPros.com
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P R OFI T MAT T E R S | By Larry Stewart Ryan Companies uses Procore’s cloud-based project management platform throughout 150 ongoing projects, and was one of the first customers to engage with the Procore Embedded Experience.
Ryan Companies
Bests Pandemic and Project Performance
Best practice apps integrated into the Procore experience encourage use and refine expertise.
S
oftware integration sounds like an issue for IT nerds, but for Mike Ernst, Ryan Companies’ VP of Insights and Innovation, it’s a key step in getting the general contractor’s people using information tools to drive construction efficiency. The story of his company’s use of Procore’s new Embedded Experience starts with a big general contractor awash in software tools and mobile apps and enterprising field managers trying out solutions. “A lot of those tools are valuable, but people don’t want to
jump in with another login and jump out to this website and that website,” says Ernst. “They essentially want to be able to manage their project from one platform, and that’s what the Embedded Experience from Procore has given them.”
A VALUABLE EXPERIENCE Ryan uses Procore’s cloudbased project management platform throughout 150 ongoing projects, and became one of the first customers to engage with the Procore Embedded Experience. The software company is
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not trying to create every software tool to run a construction business. Through its Partner Integrations initiative, it’s working with other developers who want their applications to integrate seamlessly with the Procore platform. The Embedded Experience is an interface a user accesses to open integrated partner software within the Procore user experience. A project worker can open and use partner applications without leaving the site, encouraging usage of the apps. “People are going through other engines that are powered by StructionSite or powered by
Site Kick or powered by Power BI, and they still feel like a common experience to the person that needs that information, whether it be a site superintendent or a project manager,” says Ernst. “It’s a usability thing; it makes it easier for them to access.” The Embedded Experience offers users an opportunity to consolidate some of the apps used on Ryan jobs. Not every app in use on the projects is a Procore partner. Ernst isn’t heavy handed with the app developers or his internal standardization efforts. But the few priority apps
the contractor made sure were accessible within its Embedded Experience have demonstrated value for the largest cross-section of Ryan projects in measuring job performance. “All of those apps are driven to help people understand what’s going on with the projects,” says Ernst. “Whether it’s the project health dashboards or camera views for people that are remote, it’s always trying to bring that connection together so that everybody’s speaking and understanding what’s happening on the site and they can collaborate accordingly.”
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g .
PROFIT MAT TERS
Ryan Companies
and look at something to keep construction going, but they will look at [the StructionSite imagery] so construction can keep moving forward.”
TARGETING BEST PRACTICES
In 1938, family patriarch and Minnesotan James Henry Ryan founded Ryan Lumber and Coal to keep his neighbors sheltered and warm. It was the start of what would become integrated developer Ryan Companies. MULTIPLE APPS APPLIED Ryan uses Procore partner Microsoft Power BI business analytics software on each of its jobs. The data visualization platform creates custom performance dashboards for each of Ryan’s projects. For example, the program displays compliance status, showing complete safety meetings, quality assurance meetings and the like. It graphs budget spending compared to overall project progress and monitors performance vs. project schedule. Ryan has used the StructionSite imagebased job monitoring app on about 10 projects; it shows up in the Embedded Experience. StructionSite gathers project data with 360° walking cameras knitting together images to develop a digital twin of construction sites. On projects with longer duration and deeper complexity, the contractor instruments project to feed imagery and data to Thinking Engines’ Site Kick software. Cameras installed around the site help people visualize what’s happening, measure progress and account for personnel on site. The system also collects some environmental data, such as temperature, humidity, CO and CO2 levels. “We’re trying to bring that remote expertise and status of a project to people who can’t be at projects,” Ernst explains. “So, a supervisor or general superintendent can see what’s going on site during the week, or when they’re home for the weekend with their family.” Ernst says Partner Integrations push relevant data from the partner software into the Procore database, but they’ve opted not to bring in everything the integrated software gathers. “If there is an action that needs to be taken because of the information gathered by those systems — whether it’s a defect, a punchlist item or a quality item — we want to capture that and document it and act on it through our Procore lists and observations
and inspections,” says Ernst. “You can create an RFI in StructionSite, it moves over to Procore (with all the relevant information) and people act on it.” Chosen before COVID19, the embedded apps have helped maintain project production through some nettling pandemic problems. “StructionSite has definitely helped us with remote inspections during COVID when city inspectors won’t come out
Spreading use of apps across more projects because they’re available in Procore has boosted adoption of what Ernst considers best practice solutions. “We’ve been on a consolidation path, in general, trying to reduce the number of software tools that we use and the footprint for a while now,” he says. “It’s hard to do. But Ryan really has intention and purpose in vetting out which ones are best for our collective good as a company.” When the contractor integrates a program into the Embedded Experience, it’s one it considers a best practice. The company promotes the program to project managers and superintendents and encourages projects to use it because it’s easier to manage company wide if all the projects are using the same software solutions. Without a consolidation effort, people moving between
TRI 2
Versatile professional contracting tire for year-round use
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different projects would have to learn to use different apps to do the same things. “It’s also easier to train our people, which means you get the most out of it,” says Ernst. “A new person that’s onboarded understands their tool set.” While Ryan’s IT strategy is one of encouraging use of the best practice apps, there’s plenty of latitude for project management’s individual software choices. “We measure success by
how effective we are at our jobs. We do not put limits on how many apps we need. We use the ones that we need to support our people on site and our project managers. That’s really the key, and that’s so they can support their customers,” Ernst comments. So while Ryan is trying to consolidate as much as possible, says Ernst, “It’s more about the functionality and the support of the teams first.” ET
StructionSite has definitely helped us with remote inspections during COVID when city inspectors won’t come out and look at something to keep construction going….
H A K K A P E L I I T TA T R I Extend the allseason capabilities of your machinery
—Mike Ernst, Ryan Companies
GROUND KING
Combining all-terrain mobility with on-road performance
nokianheavytyres.com November 2020 | EQ U I P MEN T TO D AY
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FL E E T M A N A G E M E N T | Michelle EauClaire-Kopier
Versatile Hybrid Power Ready When You Need It
FPT Industrial
Lower horsepower engines with supplementary power source options for peak demands ensure top equipment performance. The F28 Hybrid pairs a diesel engine with an e-flywheel.
H
ybridization has been an ongoing conversation for a long time, yet it is still evolving as new power sources, technologies and capacities become accessible and available. As hybrid power sources such as batteries have evolved to allow for more rapid energy release — and have dropped in price — they have become more reasonable options for hybrid solutions being incorporated into the chassis or other areas on the machine. But more and more, engine manufacturers are seeing a compelling argument for hybrid beyond just the cleanliness and efficiency gains. Hybrid engines allow for lower horsepower options and thus more compact engines to be utilized. They also provide more options to optimize the fuel or power choice based on preference and availability.
Perkins introduced the second generation of its hybrid-electric engine prototype, which allows for an electric-only operation mode.
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Perkins
Engines
Co. Ltd.
IT’S ABOUT DOWNSIZING More recently, engine manufacturers have been highlighting their hybrid solutions. Kubota Engines, for example, released its Micro Hybrid Technology system last year, which incorporates a 48-volt motor generator in place of a traditional alternator. The purpose is to only activate
the electric motor’s 10-kW power boost capabilities when intermittent overloads need to be handled so that engine selection doesn’t need to be based on peak energy, but rather the frequent power demands of normal work functions. According to Kotaro Shiozaki, manager of sales promotion at Kubota Corp., “Some applications like forklifts and wheel loaders [have to choose engine size based] on peak load even though the amount of time they use the peak load is very limited at the start of the work. Because of that, they have to select large engines. But by being able to take energy from batteries or electric motors, they don’t need to rely on the engine for the full power need.” At CONEXPO-CON/AGG, Kubota highlighted its V3307 Micro-Hybrid system prototype. The system integrates with the electronic engine management control, making it compatible with many of the company’s existing diesel, gasoline, LPG and natural gas engines across the power ranges. Utilizing an independent driveline, the Micro-Hybrid system maintains accessibility to the existing PTO positions of a conventional engine, making it suitable for both existing applications and new applications that may require a more compact design.
IT’S ABOUT OPTIONS FPT Industrial’s F28 modular, multi-power engine, presented at CONEXPO-CON/AGG, introduced a hybrid version to North America in addition to the company’s available diesel and natural gas options. The versatile design makes the F28 prime for applications from telehandlers to generators. Space-wise, the 3.4-liter engine comes in closer to the size of a 2.2-liter engine. FPT’s “light EGR” (exhaust gas recirculation) and diesel oxidation catalyst (DOC) doesn’t generate a lot of particulate matter. According to Braden Cammauf, head of FPT Industrial Brand North America, this means it doesn’t need a lot of filtering, which is how the unit can be so small. With filter life lasting up to 600 hours and all service points on the same side of the engine, the company is positioning this to be a strong engine choice for the rental market. “We were thinking of light construction equipment, like telehandlers that go into the rental market, when this engine was configured,” says Cammauf. Modularity is an important asset to allow for the most versatile solution for the largest variety of applications. Deutz’s Advanced Configurator allows its customers to select from the company’s modular range of
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A pro desig the D hybri
,
FL EET MANAGEMENT
drive systems, including diesel, gas, hybrid, electric and hydrogen-based technologies. Deutz’s 2019 acquisition of Germanybased Futavis was an investment in developing and leveraging battery technologies in line with the company’s pursuit of electrified solutions. According to Dr. Frank Hiller, chairman of the Board of Management, “When tackling the challenge of making
DEUTZ AG
A prototype design of the Deutz hybrid engine.
drive solutions sustainable for the future, we always keep our minds open to all technologies. Our approach builds on intelligent combinations of electric drives and internal combustion engines that offer the potential to be operated in a carbon-neutral manner in the future using sustainable fuels.” One example is the TCG 7.8 H2 hydrogen motor offered by Deutz, a cost-efficient alternative to other “zeroemissions” technologies such as fuel cells. Deutz also introduced an electric hybrid drive system specifically designed for aerial work platforms in low-load applications. The D1.2 hybrid engine
combines a compact three-cylinder diesel with a capacity of 1.2 liters and a 48V electric motor. The engine (along with the D1.7, a 1.7-liter option) is designed to meet the growing demands for efficiency in small aerial platforms, trenching equipment, mini skid-steer loaders, pump applications and lawn and garden equipment. After launching several hybrid engine options at bauma 2019, Perkins released a second-generation hybrid-electric concept to offer OEMs a zero-emissions, zero-noise, electric-only mode. “Perkins is focused on delivering more choice and increasing value to our customers. The hybrid concepts we’re showcasing are examples of future technologies that will take machine efficiency to the next level,” says Tom Nankervis, electrification marketing manager. “With our range of hybrid engines, customers can choose to downsize their engine and use the hybrid power for peak load, or they can reduce output from the diesel engine, choosing to lower fuel consumption up to 20%.” For OEMs and end users, the hybrid-powered vehicle is here to stay. The variations are ever increasing, and the benefits continue to mount as engine manufacturers investigate more sophisticated pathways and strategies to squeeze more utility out of a smaller package. ET
Kubota’s V3307 MicroHybrid system allows for engine downsizing while maintaining performance, productivity and efficiency. Kubota Engine America
LEARN MORE ONLINE Design & Engineering Insights: Kubota Engine Details Micro-Hybrid Technology — www.oemoffhighway.com/21128550 Engineering Corner: Deutz Outlines Alternative Energy Strategy www.oemoffhighway.com/21125599 [PODCAST] Perkins Talks About Hybrid Technology in Engines www.ForConstructionPros.com/21122479
LOOK BACK AT HYBRID HISTORY Take a look back at some of the coverage of hybrid technology developments from ForConstructionPros.com and our equipment technology brand, OEM OffHighway, to see where we started with hybrid system development compared to where we are now. 2008: JOINING FORCES A look at the work being done by OEMs and component suppliers to bring hydraulic and electric hybrid technology to on-highway trucks. Read more at www.oemoffhighway.com/10166528 2011: EARTHMOVERS GET ELECTRIFIED Electrical technologies are revolutionizing earthmoving equipment and zapping away at fuel costs. Read more at www.forconstructionpros.com/10256362 2013: WHO YOU CALLING A HYBRID? By using two or more sources of power, hybrid systems provide an opportunity to improve vehicle efficiency, fuel consumption and productivity. Read more at www.oemoffhighway.com/10979779 2014: A DESTINED HYBRID OF INTENTION AND COLLABORATION The mounting acceptance and rapid advancement of hybrid drive system technology is paving the way for energy and fuel savings that have gone unrealized until late. Read more at www.oemoffhighway.com/11553468 2015: WORKING UNDER PRESSURE An update on the current and future hydraulic and pneumatic hybrid market. Read more at www.oemoffhighway.com/12092786 2018: EVOLUTION OF HYBRID POWERTRAINS IN AERIAL WORK PLATFORMS Aerial work platforms offer an opportunity to utilize hybrid technology in order to increase machine efficiency and reduce emissions. Read more at www.forconstructionpros.com/21017730 2018: EMBRACING THE ELECTRIC TRANSFORMATION Engine manufacturers are evaluating and developing electric powertrains as a means of reducing emissions and fuel use, as well as providing optimized performance. Read more at www.oemoffhighway.com/21010232 2018: STAGE SET FOR HYBRID CONSTRUCTION EQUIPMENT TO GO MAINSTREAM The increased performance and fuel savings supplied by hybrid earthmovers can offset the increased purchase price. Read more at www.forconstructionpros.com/21006790 2019: POWERTRAIN OPTIMIZATION VIA MIXED TECHNOLOGIES Hybrid systems pairing engines with electronics or other components enable efficiency gains and the transition toward alternatively powered machines. Read more at www.oemoffhighway.com/21076407
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FL E E T M A N A G E M E N T | By Hrishikesh Damodar
Sidewall damage bulging due to impact damage.
How to Read Tire Damage Recognizing wear and damage can help avoid future costs and hazards. If you observe that your tires are wearing too quickly across the tread bars, consider investing next time in a tire made for abrasive surfaces — a big block tread made with a wear-resistant compound. If wear isn’t the problem, but chunks, cuts and chips are, ask your tire dealer about a tire designed for rocky terrain.
UNDERINFLATION DAMAGE
Radial cracking in the upper sidewall due to underinflation.
L
ike a doctor checking a patient for symptoms, a fleet manager can tell a lot about a machine’s health by the state of its tires. Recognizing key types of wear and damage can be extremely helpful with avoiding costs or hazards in the future and determining the best tire for a replacement.
ABRASION AND WEAR Some damage is unavoidable, including regular tire wear. What we call “rubber” on a tire is actually compound, or a blend of a dozen or more ingredients. Natural and synthetic rubber are just two of them.
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Other constituents of compound include: ˜ silica and carbon black for wear resistance; ˜ a wide range of polymers and elastomers for flexibility; ˜ polybutadiene to reduce heat buildup; ˜ sulfur to crosslink the compound’s molecules; ˜ zinc oxide to help cure the compound in the heated mold, and others. Compound engineers make minute adjustments in the recipe for different parts of each tire, trading a little extra abrasion resistance here for a little more traction there.
Underinflated tires are prone to damage from excessive flexing that causes uneven tread wear, injures their structure or allows heat to build up in the tire. Heat degrades the compound and affects the bonds that keep the tire’s fabric, metal and rubber components together. Excessive wear on the outside edges of the tread area is a telltale sign. This is particularly common on bias-ply tires, whose centerlines tend to bow inward when underinflated. That leaves the outer edges of the tread area in contact with the road while the center is pulled up and away. Proper inflation will push that centerline into contact with the road, so the entire tread is providing support and traction and wearing evenly. Underinflated tires are prone to radial or diagonal cracking in the upper sidewall area, especially on high-horsepower equipment like backhoes. These cracks — which follow the curve of the tire up by the shoulder of the tread or appear diagonally along the top of the sidewall — are caused when the tire deflects excessively as the engine applies torque to the tire. If you see this type of damage, call your tire dealer immediately to find out if the tire needs replacement. Sidewall separations — a perpendicular bubble running between the shoulder and bead — can be caused on underinflated tires by impact (e.g., in a pothole) or pinching between the rim and curb. It is a dangerous condition and indicates that
the plies of the carcass have been seriously damaged. Cracks running perpendicular from the shoulders of the tread toward the bead can sometimes appear between lugs in underinflated tractor-type tires that get a lot of road miles. Those can be caused by overheating of the tires, which causes the sidewall compound to crack as deep bar lugs wiggle on the road. Torn-out valve stems can occur in tube-type tires due to excessive slip. Underinflating a tire can leave the bead with too loose a grip on the rim. If the rim turns far enough without the tire coming along, it can tug the valve out of the inner tube. One of the most dramatic types of damage caused by underinflation is a zipper rupture — the catastrophic failure of a damaged steel sidewall. If you believe that a tire has been run at 80% or less of its proper inflation pressure, pull that tire out of service immediately and contact your dealer. That tire should be tested in a tire cage by a professional and assessed for damage.
OVERINFLATION DAMAGE Underinflation can be extremely hazardous, but so can overinflation. Slow damage from overinflation is evident in excessive wear along the centerline of the tread, particularly in bias-ply tires. An overinflated bias tire will crown a bit, lifting the edges of the tread off of the ground and forcing the center of the tread to do the work of the whole tire. Overinflated tires are more prone to impact breaks. A properly inflated tire that rolls over a rock, root or other hard object is designed to bend around it and absorb the force of the contact. If the tire is stiff from overinflation, its ability to deform is reduced. Impact breaks appear as a blown-out section in the tread, or a bulge or blowout in the sidewall.
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WHAT’S ONLINE? APP CREATES CONSTRUCTION COMMUNITY AND SEEKS TO SOLVE LABOR SHORTAGE The Trade Hounds app connects construction workers with both peers and employers with the goal of removing inefficiencies in the labor market.
www.ForConstructionPros.com/21196332
In a deep-lug tire run on hard surfaces, overinflation can lead to cracks on the tread face at the base of the lugs, the result of lugs continually jamming into an inflexible undertread. This is not necessarily damage that must sideline a tire if it is caught early. Be sure to adjust tire pressure and check with your tire dealer. ET
WHAT YOU’LL FIND
ONLINE
Tire wear resulting from underinflation.
➊ All the latest news impacting the construction industry
➋ Exclusive articles on equipment, business management, safety and more
➌ New Product Directory hosting 18,500+ products ➍ Video Network with 1,000s of videos covering
equipment, industry trends, applications and more
You can tell a lot about a machine’s health by the state of its tires.
➎ Podcasts on equipment, innovations and more ➎ Profit Matters channel to help build profits in your construction business
Hrishikesh Damodar is senior manager of product testing and development for Alliance Tire.
➐ Blogs by the industry’s leading construction editors ➑ Current issues from five of the nation’s top construction industry publications
➒ AND MUCH MORE...
Uneven wear between two sides of tread due to misalignment of the machine axle.
VIDEO: SOIL TO STADIUM TIME-LAPSE: RAIDERS’ ALLEGIANT STADIUM IN 3 MINUTES Time-lapse video details 32 months of construction of the Las Vegas Raiders’ new home, Allegiant Stadium, highlighting unique features that make it an architectural and engineering marvel.
OTHER DAMAGE TO LOOK OUT FOR
www.ForConstructionPros.com/21195288
Oil and other chemicals can react with tire compounds, creating blisters and an
WHAT’S TRENDING
unhealthy sheen that can indicate serious damage. Be sure to inspect tires for signs that they have been exposed to corrosive chemicals. UV light from the sun and ozone — for instance, produced by electric motors and welders — can cause superficial cracking or crazing on tires. Wild wire is a manufacturing defect in which a stray wire breaks from the bead bundle that holds the tire to the rim. Over time, the wire pokes its way through the compound. Contact your tire dealer so you can work with the manufacturer on a warranty claim.
What role could this tech savvy generation of workers have in shaping the future of the construction industry?
www.ForConstructionPros.com/21194251
Civil contactors are still seeing high levels of backlog and remain relatively optimistic about the state of the construction market.
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PODCAST: GAMERS HELP ROSENDIN ACCELERATE ADVANCES IN BIM APPLICATION
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FLEET MANAGEMENT Products
Sage Oil Vac LubeBuilder Systems
Milwaukee Tool M18 FUEL Midtorque Impact Wrenches
Vanair Start-All Lithium-Ion Jump Starters by Goodall Mfg.
LubeBuilder systems deliver complete customization for building a dedicated mobile lube truck or adding lube capabilities to an existing vehicle. • Suited for use on crane trucks, mechanics bodies, van bodies and enclosed bodies • Created and customized to serve the particular space and fleet needs • Fleet managers can choose the number of tanks, tank storage capacities and placement of each tank within the truck/ van bed • Fluid control panels can be mounted for operator convenience • Allow for better bed utilization with trailer-free flexibility
The M18 FUEL mid-torque impact wrenches provide up to 650 ft.-lbs. of torque while weighing in at only 5.1 lbs. • POWERSTATE brushless motor generates the torque and speed needed to remove large bolts or lug nuts • REDLINK PLUS Intelligence protects against overloads, overheating and overdischarge • M18 REDLITHIUM battery pack • Four-mode DRIVE CONTROL offers a range of pre-set RPM and IPM levels, selectable from a single button • Tri-LEDs deliver brighter light with less shadows
The Start-All Jump-Pack series can instantly jump start anything from small engines to large heavy-duty, 16-liter, commercial-grade diesel engines plus can double as a portable power bank. • Four models weigh from 4.4 to 11 lbs. and produce 18,800 to 116,500 joules of starting power • Equipped with DC auxiliary, USB and 12-volt output ports • Lithium-ion technology • Protect-All technology safely transfers instantaneous energy to the battery • Standard 500-lumen LED flashlight with SOS strobe functions
www.forconstructionpros.com/21197925
www.forconstructionpros.com/21070051
Chevron Delo 600 ADF with OMNIMAX Delo 600 ADF with OMNIMAX delivers maximum system protection to both the engine and the emissions system. • Formulated to .4% sulfated ash to significantly reduce the rate of DPF clogging and extend DPF service life by up to 2.5 times • Enables a 3% fuel economy retention advantage over the life of the equipment • Optimal oxidation stability provides opportunity to extend engine oil drain intervals • Delivers enhanced valve train wear protection and piston deposit performance • Available in Delo 600 ADF 15W-40 and Delo 600 ADF 10W-30
www.forconstructionpros.com/21127785
www.forconstructionpros.com/21002563
Petro-Canada ENVIRON MV R Hydraulic Fluid ENVIRON MV R hydraulic fluid combines select, ultrapure, severely hydrotreated base oils with a premium ashless additive system to offer enhanced protection while being OECD 301B Readily Biodegradable. • Enhanced hydrolytic stability • Designed to provide a long service life and better seal compatibility • Able to perform over a wide operating temperature range including prolonged low-temperature exposure • Can enable extended drain intervals
www.forconstructionpros.com/21197927
American Eagle Multi-Tank Fuel Trailer The Multi-Tank Fuel Trailer enables contractors to haul diesel fuel without the need for CDL hazmat certification. • Equipped with seven 110-gal. internally baffled fuel tanks with sight gauge, vented cap and tank breather • Features one 110-gal. stainless steel DEF tank, work lighting and a drawer system • Spacious, ergonomically useful 54-in. cabinet with two gullwing doors • Tube framing stronger than channel iron • Durable, easy to replace spring leaf • Primer powder coat for enhanced salt spray performance, durability and a premium finish
www.forconstructionpros.com/21197776
Camso TLH 592S Solid Telehandler Tire Western Global TransCube Cab Series Mobile Refueler
BOSS MechanX 150 Compressor/Generator/Welder
The TransCube Cab mobile refueler comes in 258, 483 and 727 gal. and is transportable when full of fuel. • Double-walled, fully contained tank includes corner brackets for lifting and four-way forklift pockets and is easily stackable • 110% fuel containment design with a weather-proof secondary containment • Large, lockable equipment cabinet • All-steel construction and access manway enable durability and easy access to the inner tank for routine maintenance • U.S. DOT-approved galvanized trailer with back lights and electric brakes
The 400-lb. MechanX 150 portable compressor/generator/welder comes standard with a 14-hp Kohler four-cycle, OHV gasoline engine with electric start capabilities and automatic engine idle. • Heavy-duty, single-stage, cast iron, twincylinder compressor delivers up to 13.1 cfm (17.9 cfm displaced) at 100 psi • Welder features an auto resettable thermal overload breaker and provides 150 amps at 100%, 180 amps at 65% and 210 amps at 10% • Generator provides 4.0-kW AC continuous output • 10-, 22- or 28-gal. remote air tank
www.forconstructionpros.com/21159950
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www.forconstructionpros.com/21124183
The TLH 592S solid telehandler tire provides flatfree operations, durability and a cost-effective solid replacement tire option. • Offers maximum stability, flat resistance and service life • Uses triangular aperture geometry for optimized stability, strength and comfort • Extra-deep directional tread design for optimal service life, cut and chunking resistance and improved traction • Available in sizes 13.00 and 14.00-24
www.forconstructionpros.com/21120874
Curry Supply On-road Fuel/Lube Trucks The 2,000-gal. on-road fuel/lube trucks are configured to any specifications with custom options. • Four 100-gal. oil tanks standard • 85-gal. antifreeze capacity • 50- to 75-gal. DEF system • 120-lb. grease system • Hydraulic-driven pumps (fresh oils only) and 30-cfm compressor
www.forconstructionpros.com/12293798
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ADVERTISER INDEX Nokian Ground King Tire The Ground King tire includes the Hybrilug technology, which combines features of lug and block patterns for all-terrain mobility and traction with a high level of comfort and precise handling response on road. • Incorporates specially aligned pattern elements and more tread compound • High-grade, wear-resistant tread compound offers extended ground contact area to enable more operating hours • High load-bearing capacity enables use of heavy work implements • Self-cleaning abilities
www.forconstructionpros.com/21085389
ADVERTISER ............................. PAGE ADVERTISER ............................. PAGE Access Construction Equipment ........49 Association of Equipment Management Professionals .........................................6 ATI Corporation ................................41 Bobcat ..................................................5 ChevronTexaco .................................2-3 Doosan Infracore................................13 Eager Beaver General Engines ............51 Induction Innovations ........................49
JLG Industries Inc................................7 John Deere Construction Equipment.52 Liebherr Construction Equipment Co.17 No-Spill Systems ................................49 Nokian Tyres ......................................43 Schweiss Bi-Fold ................................49 Thieman Hydraulic Tailgates .............33 Western Star Trucks ......................26-27
This index is provided as a service. The publisher does not assume liability for errors or omissions.
Phillips 66 Guardol FE 10W30 Heavy-duty Engine Oil Guardol FE with Liquid Titanium is formulated with a blend of synthetic and high-quality Group II base stocks and a proprietary lowSAPS additive system to provide engine protection in late-model diesel engines. • Fortified with Liquid Titanium protection additive for enhanced oxidation resistance and protection against wear • Warranted for use in 2010 and newer Detroit Diesel engines and 2014 and newer Cummins, PACCAR, Navistar and Volvo/Mack engines
The Mini-Ductor® Venom® HP is the highest powered Mini-Ductor available. Generating Invisible Heat® to release metals from corrosion and thread lock compounds without the dangers of an open flame and up to 90% faster than conventional methods.
Mini-Ductor® Venom® HP Allowing users to heat larger fasteners and components faster than ever before. Applications: > Bearings < Brake Anchor Pins > Struts > Lug Nuts > Decals & Graphics > O2 Sensors > And many more!
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R U N N I N G T H E BUS I N E S S | By Garry Bartecki Published by AC Business Media
How to Ensure ALL IS FORGIVEN
Garry Bartecki is the managing member of GB Financial Services LLP and a consultant to the Associated Equipment Distributors. He can be reached at (708) 347-9109 or gbartecki@comcast.net.
When it comes to PPP loans, forgiveness is more complicated than you think.
IMPORTANCE OF PAYROLL DATA Hopefully, you used a payroll service that can provide the payroll data needed to measure your actual 24-week qualified payroll amount against the loan request. This can get a little complicated, especially in your business, and may take some homework to get it right. Get it wrong and you may wind up with a 5-year loan you did not expect to incur. The most important part of the forgiveness program deals with payroll because the funding is primarily geared to keeping people employed. To that end, loan forgiveness will be reduced if you lowered wages by more than 25% or failed to maintain the number of full-time equivalent (FTE) employees during the period as compared to the previous period used in the loan application. Given what is happening in the market, I know of many instances where lowering pay or laying off personnel is a must even though you applied for funding. There are, however, exceptions to the rules: ˜ If the contractor can prove government or public agency mandates prevented full operations — e.g., a region is shut down or jobs are put on hold related to COVID-19 ˜ If the contractor tried to rehire a furloughed employee in good faith but the employee declined ˜ If a contractor tried to fill an open position but was unable to by December 21, 2020 ˜ If the employee voluntarily resigned or was fired for cause
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W
hile you may have done nothing wrong, you still need to seek forgiveness or pay the price. At least, that’s the case if you borrowed money from the Small Business Administration (SBA) and participated in the 24-week Paycheck Protection Program (PPP) designed to provide funding to keep workers employed. It appears that contractors as a group were one of the largest industry segments to ©Vitalii Vodolazskyi – stock.adobe.com receive funds — $64 billion at last count. Consequently, you can expect SBA oversight to be somewhat more intensive with this group. Hopefully, you complied with all the PPP rules when applying for the loan by actually spending time to understand what the funds could be used for. What excited most business owners is the expectation of not having to repay the loan if regulations were followed. Even if you do not qualify for 100% forgiveness, the outstanding balance becomes a 5-year loan at 1% interest. It appears the forgiveness side of the equation is more complicated than the funding segment. The borrower needs to match any qualified expenses to the amounts used in the loan application following the forgiveness regulations.
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The payroll service can run payroll data to determine if you fall into any of these pitfalls, and in many cases, can help you understand what the reports say and why they turned out the way they did.
CAN YOU PROVE YOU NEEDED THE MONEY? As part of PPP applications, the borrower needed to certify that ongoing economic uncertainty made the loan a necessity to continue operations. You may need to demonstrate that fact. In other words, did you really not have access to capital and need the PPP funds? What makes this question interesting is the fact that contractors may have needed to conserve cash or build reserves for committed obligations like pension funds or a job scheduled to start in the future. Be prepared to address these issues. However, if you borrowed $50,000 (subject to affiliated group rules) or less, this is your lucky day because a new interim SBA rule says you are exempt from any reductions in forgiveness based on reductions in FTE employees and in employee salaries or wages. But for the rest of you, the rules previously stated apply. At a minimum, construction companies should be prepared to produce: ˜ payroll processing records ˜ payroll tax filings ˜ Form 1099 for self-employed construction owners ˜ bank records ˜ utility, mortgage and/or rent statements ˜ lease agreements ˜ PPP application forms and supporting documents Finally, the loan proceeds are not taxable. However, expenses that normally would be a deductible expense and have been forgiven are not deductible. So, there could be a difference between what is forgiven and what is no longer deductible. PPP forgiveness helps you, your company and your employees. If you find yourself behind the ball regarding this process, ask your accountant or banker for help. ET
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To access previous Running the Business columns, as well as additional business management information, visit www.ForConstructionPros.com.
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