Equipment Today November 2022 by ForConstructionPros.com

Perfect Fit: Matching Buckets to Materials for Best Wheel Loader Function Helping you optimize ROI on your construction equipment

NOVEMBER 2022

MANY BECOME ONE Using Construction ERP to Unite Tasks and Strategy

CHARTED WATERS How to Read Digger Derrick Load Charts

PIVOT ON A DIME TRUCK MANUFACTURERS PIVOT DESIGNS, EMBRACE CHANGE

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November 2022 | Vol. 58 No. 11

Cover photo courtesy Mack Trucks

Contents Contents

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FEATURES 16

TRUCKS & TRANSPORTATION

Navistar Moves Toward Sustainable Mobility with Collaboration and Modularity. Navistar and International Truck launch the S13 Integrated Powertrain that will begin full production in July 2023.

COVER STORY

Truck Manufacturers Pivot Designs, Embrace Change

TRUCKS & TRANSPORTATION

TRAILERS

EARTHMOVING TRENDS

TECHNOLOGY

The past three years created a perfect storm of challenges and opportunities for the trucking industry.

DEPARTMENTS 6

BREAKING GROUND

Manufacturers and Research Groups Discuss Mixed Signals of Trucking Industry, Possible Recession This month’s issue focuses on the trucking industry, a vital segment facing labor shortage and manufacturing challenges.

EQUIPMENT INTRODUCTIONS

November New Product Launches

Wheel loaders and other heavy equipment are among the new products in this issue of Equipment Today.

PROFIT MATTERS

How The Walbec Group Unites Multiple Divisions with Construction ERP

Combined contracting and construction materials conglomerate leverages HCSS, Command Alkon and CMiC.

RUNNING THE BUSINESS

Calculate the Productivity of Your Construction Business

How are your productivity stats standing up to the test of time?

BRIDGING THE GAP

Outdated Hiring Methodology for the Construction Trades

Many contractors may have a great business, a stellar reputation, and a top-notch end product, but still find themselves struggling with recruitment and retention.

PRODUCT ROUNDUPS 24

TRUCKS & TRANSPORTATION Tires and truck accessories for the construction jobsite.

TRAILERS

EARTHMOVING

TECHNOLOGY

New trailers and accessories.

Check out the latest wheel loaders and more for the jobsite.

The latest innovations for use on the jobsite.

Understanding how to read load charts and applying that information to the operation of a digger derrick is critical.

Werk-Brau Bucket Keeps Poet In Motion

Alternatives to increased downtime and rising repair costs to keep loader buckets operational.

Ensuring Safety With Heavy-Haul Trailers

When talking about safety with heavy-haul trailers, it all comes down to the load and the road.

How to Safely Load an Equipment Trailer

Take steps and precautions necessary to keep you, other drivers and your equipment in good shape for years to come.

After a Flood: Tips for Tractor, Trailer Inspection, Reconditioning The floods in Florida from Hurricane Ian will require massive rebuilding efforts, some of which depend on the trucking.

Optimize Wheel Loaders with Creative Bucket Attachments

Choose the bucket needed for the job by considering aggregate, load size and wheel loader capabilities.

How to Master Your Oil Selection

For engine efficiency and fuel economy, selecting the correct engine oil is fundamental in helping to reduce fuel consumption and carbon emissions, as well as reducing unplanned maintenance.

What You Missed at Autodesk University

Autodesk announced new BIM capabilities for its Autodesk Construction Cloud and Tandem products.

8 Tips For Wheel Loader Operators

Loading, stockpiling, aggregate handling: You count on your wheel loaders to take on all kinds of tasks on the jobsite.

3 Things Holding Back Autonomous Vehicle Implementation An emerging technology sector is trying to redefine safety. protocols in cotonomous vehicles.

WEB EXCLUSIVES VIDEO NETWORK

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4 E Q UIPMEN T TODAY | November 2022

Load Chart Knowledge Central to Safe Digger Derrick Operations

Published and copyrighted 2022 by AC Business Media Equipment Today makes every effort to report manufacturers’ product news accurately, but is not responsible for validity of news claims. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording or any information storage or retrieval system, without written permission from the publisher. SUBSCRIPTION POLICY: Individual subscriptions are available without charge in the U.S. and Canada to management, engineering, supervisory, equipment maintenance and other personnel who have buying influence in the construction equipment industry. Subscribe online at www.ForConstructionPros. com. Publisher reserves the right to reject non-qualified subscribers. One year subscription to non-qualified individuals: U.S. $50; Canada/Mexico $70; all other countries $100 (payable in U.S. funds, drawn on U.S. bank). Single copies available (prepaid only) $10.00 each (U.S., Canada & Mexico), $15.00 each (International). For change of address or subscription information call (847) 559-7598 or fax (847) 291-4816. Equipment Today (USPS 369-290, ISSN 0891-141X) is published is published 12x with issues of January, February, March, April, May, June, July, August, September, October, November and December by AC Business Media, 201 N. Main Street, 5th Fl., Fort Atkinson, WI 53538. Periodicals postage paid at Fort Atkinson, WI, and additional entry offices. POSTMASTER: Please send change of address to Equipment Today, PO Box 3605, Northbrook, IL 60065-3605. Printed in the USA. Canada Post PM40612608. Return Undeliverable Canadian Addresses to: Equipment Today, PO Box 25542, London, ON N6C 6B2.

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B RE AKI N G G R OU ND | By Erica Floyd, Editor-in-Chief Equipment Today

Manufacturers and Research Groups Discuss MIXED SIGNALS OF TRUCKING INDUSTRY, Possible Recession

appy autumn, Equipment Today readers, or, if you’ve just continues a top challenge in the trucking industry, particularreturned from bauma in Munich and are stuck in multi- ly in manufacturing new trucks, Randall said the pent-up and lingual mode: Frölicher Herbst! continuing demand for Mack trucks is incredibly high. Randall The 33rd annual iteration of the largest construcpredicts that demand for new Mack trucks will be even strontion equipment and mining tradeshow in the world featured ger due to an order backlog and the average age of tractor fleets. innovations in sustainability, enormous “wow-factor” equipOver the past couple of years, production has not been able to ment and machinery with alternative fuel source options. New meet the demand, Randall explained, and replacement cycles products of note included Hyundai’s HW155H hydrogen-poware longer due to the difficulty meeting just the replacement ered excavator prototype, two Manitowoc Grove cranes—the demand of trucks. GMK5150XL and the GMK5120L—and two all-new Takeuchi Thus, the industry foresees strong demand for the near excavators, the TB350R and future, despite the impending TB395W models. economic pullback. What’s After three years and a more, due to the pent-up and six-month delay due to ongofuture demand for new trucks, ing certainties around the any softening of the truck COVID-19 pandemic, the order market will not match excitement of the attendees at the softening of the econobauma was palpable. Peering my—it will not be a 1:1 ratio, inside the international conaccording to Randall. struction equipment industry A recent report released offered me a unique lens, as by Freight Transportation well. I had productive and Research Associates revealed meaningful conversations that North American Class 8 with engaged manufacturers net orders for September skyconcerned about the ongorocketed to 56,500 units, the ing labor shortage, both for most ever for a single month. skilled trades like construction Spencer Webster, president of Red Classic, a subsidiary of In the past 12 months, North Coca-Cola Consolidated based in Charlotte, N.C., and the largest and trucking and for roles American Class 8 orders total independent Coca-Cola bottler in the U.S., recently accepted keys that require higher education, 254,000 units. like OEM engineering. “We anticipate replacefor a Mack Anthem model from Jonathan Randall, Mack Trucks A few weeks before I flew ment demand to stay elevated senior vice president of sales and commercial operations. to Munich, the Heavy Duty throughout 2023,” said Manufacturers Association Charles Roth, FTR analyst. (HDMA) and MacKay and Co., a marketing research and The difficulty of getting new trucks due to the order backmanagement consulting firm for the commercial trucking, conlog, tight labor market and supply chain challenges has led to struction and agricultural equipment industries, reported in a increased sales of used trucks, as well. According to the latest by monthly webinar that labor remains the most significant barACT Research, used Class 8 truck sales were up by 29% month rier to growth for the commercial vehicle segment. However, over month. Increased purchases and driving of used trucks the same statistics also offer optimism–a reduced risk of a U.S. makes for more maintenance work and parts replacement. recession. In an economic downturn, businesses generally hire Gott sei Dank (thank goodness) that Oct. 2-8 was National fewer people, according to MacKay and Co. Technician Appreciation Week, then! “Unless we have entered a magic mystery cycle where we If more fleets are comprised of used trucks these days, they have a recession with rising employment,” joked Bob Dieli, will need talented technicians to maintain them. Cheers to MacKay and Co. economist and president and founder of those workers who von seiner Hände Arbeit leben, or “live on the RDLB, Inc. an economic consulting firm. work of their own hands.” Until December, bleibt gesund (stay Truck drivers, technicians and others looking to die Treppe healthy). ET hinauffallen–shoot up the ladder in their careers by securing Read more at: promotions–will have good opportunity to do so in 2023. https://eqtoday.co/Nov22BG At a recent Mack Trucks event in Bethlehem, Penn., Jonathan Randall, senior vice president of Mack sales and operations, reaffirmed that the trucking industry looks strong. Erica Floyd “Oil prices are high, but they’re declining. Interest rates are Editor-in-Chief climbing. GDP is dropping. Yet, all the other indicators, at least Equipment Today from the trucking industry, remain fairly positive,” Randall said, explaining that the U.S. economy indicates it is heading toward efloyd@ACBusinessmedia.com a slowdown. “Manufacturing orders are climbing and unemployment rate remains low.” Emphasizing that the labor market is extremely tight and

EQUIPMEN T TODAY | November 2022

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EDITORIAL

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Published and copyrighted 2022 by AC Business Media Equipment Today makes every effort to report manufacturers’ product news accurately, but is not responsible for validity of news claims. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording or any information storage or retrieval system, without written permission from the publisher. SUBSCRIPTION POLICY: Individual subscriptions are available without charge in the U.S. and Canada to management, engineering, supervisory, equipment maintenance and other personnel who have buying influence in the construction equipment industry. Subscribe online at www.ForConstructionPros.com. Publisher reserves the right to reject non-qualified subscribers. One year subscription to non-qualified individuals: U.S. $50; Canada/Mexico $70; all other countries $100 (payable in U.S. funds, drawn on U.S. bank). Single copies available (prepaid only) $10.00 each (U.S., Canada & Mexico), $15.00 each (International). For change of address or subscription information call (847) 559-7598 or fax (847) 291-4816. Equipment Today (USPS 369-290, ISSN 0891-141X) is published is published 12x with issues of January, February, March, April, May, June, July, August, September, October, November and December by AC Business Media, 201 N. Main Street, 5th Fl., Fort Atkinson, WI 53538. Periodicals postage paid at Fort Atkinson, WI, and additional entry offices. POSTMASTER: Please send change of address to Equipment Today, PO Box 3605, Northbrook, IL 60065-3605. Printed in the USA. Canada Post PM40612608. Return Undeliverable Canadian Addresses to: Equipment Today, PO Box 25542, London, ON N6C 6B2.

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Equipment you need. Prices you’ll dig. Attachments, parts, and more.

www.ebay.com/heavyequipment

EQUIPMENT INTRODUCTIONS These pages feature some of the latest equipment available. For more information on these products, use the QR code shown. Caterpillar Battery Electric Machines

Bobcat

Platinum E35, T76 and S76 Bobcat’s platinum edition of the E35 (33 hp) compact excavator is a limited-time offering available at select Bobcat dealerships and provides an updated experience with modern details and features paired with the latest technology and amenities. The platinum package’s features extend beyond the offerings of the machines’ deluxe and premier packages for added performance and comfort. Features of the E35’s platinum package includes a rearview camera installed, LED light kit, five-year subscription for Bobcat Machine IQ wireless communications, an engine block heater, auto HVAC cab, 7-in. touch display screen, Bluetooth radio, a heated high-back suspension seat, motion alarm, long arm, angle blade, clamp diverter valve and hydraulic X-Change. Read more at: https://eqtoday.co/p1rzhx

CASE E-series The new models of E-series excavators focus on operator performance and control, as well as total cost of ownership. They include OEM-fit 2D and 3D machine control systems. A major enhancement in the cab is the 10-in. LCD display that provides access and visibility to cameras, machine data and controls. This includes the optional CASE Max View display, which provides 270° of visibility. CASE has added new FPT Industrial engines throughout the product line, along with new enhancements to the hydraulic systems for power and performance. The CASE E-series excavators feature a combination of diesel oxidation catalyst (DOC), selective catalytic reduction (SCR) and particulate matter catalyst technologies, as well as no lifetime after-treatment replacement or mechanical service over time. The system has 13 patents that supports emissions compliance and performance in working environments. Read more at: https://eqtoday.co/a1uhnw

8 EQUIPMEN T TODAY | November 2022

Caterpillar displayed four electric machine prototypes, including battery prototypes, at bauma 2022 in Munich, Germany. The battery electric machine prototypes include the 301.9 mini excavator, 320 medium excavator, 950 GC medium wheel loader and 906 compact wheel loader. The machines are powered by Caterpillar battery prototypes and include an onboard AC charger. The company also plans to offer an offboard DC fast charging option. Built on Caterpillar technology, the lithium-ion battery range features a modular design that offers various configurations across multiple applications. The batteries are engineered to be scalable to industry and customer performance needs and support sustainability throughout their lifecycle, including recycling and reuse at the end of life. The 301.9 and 906 are expected to be the first commercially-available models. Read more at: https://eqtoday.co/41n8f8

Lind

Equipment Beacon XP970LED and XP980LED Lights Lind Equipment’s Beacon explosion-proof LED lights (XP970LED and XP980LED) have been designed to replace existing portable hazardous location lights. Lind Equipment has designed an LED panel that is slim, lightweight and emits a significant amount of light. Its slim size means we were able to build a thin housing around it so that the final product is easy to move around and store. The thin housing and sleek design not only looks good, but allows us to produce these lights at a fraction of the cost of traditional portable hazardous location lights. The smaller, lighter lights also allow us to provide many different mounting accessories, including tripods, floor stands, magnet mounts and scaffold mounts. Read more at: https://eqtoday.co/mgcxt2

ASV Turf Tracks ASV offers smooth turf tracks for minimized damage to soft, delicate surfaces. With a combination of greater ground surface area and the performance of ASV’s Posi-Track undercarriage, the turf tracks can achieve equal or better traction than treaded tracks on dry surfaces. This product minimizes damage to topsoil and root systems, allowing for faster job completion in landscape, hardscape and golf course applications. ASV’s green turf tracks have a smooth design and are manufactured from a specialized blend that resists cracking, provides traction and maximizes overall life. The rubber tracks eliminate rusting and corrosion because they contain no steel cords. Read more at: https://eqtoday.co/itas0t

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EQUIPMENT INTRODUCTIONS

FPT

XC13 Hydrogen LEITWOLF h2MOTION Snow Groomer Volvo

Construction Equipment ECR25 Electric Compact Excavator Volvo Construction Equipment’s ECR25 electric compact excavator offers zero exhaust emissions, and compared with its conventional counterparts, significantly lower noise levels, reduced energy costs and fewer maintenance requirements. Its batteries store enough energy to power the machine for up to eight hours in common applications. From indoor work to nighttime projects, renters can work on jobsites where other machines aren’t welcome. The Volvo ECR25 Electric is ready to bring rental centers into a more sustainable future. Read more at: https://eqtoday.co/d3o0bw

EarthCam Integrates With

Autodesk Construction Cloud EarthCam has released upgrades to its Autodesk Construction Cloud integration. EarthCam’s live jobsite cameras can now automatically deliver detailed AI-powered reporting with accompanying live imagery direct to Autodesk Build, the project management and field execution solution. EarthCam recently became the first camera company to be recognized as a Construction Cloud Premium Partner. EarthCam continues to upgrade navigable Revit or Navisworks 3D models with its high-resolution imagery, providing perspectives of jobsites throughout the project lifecycle. Synched live camera streams are meshed with digital-twin models, and users can pan, tilt and zoom to reveal architectural details while immediately seeing the corresponding model alignment. This delivers x-ray-like insight and visual evidence of progress for VDC teams. Read more at: https://eqtoday.co/97guuw

E Q UIPMEN T TODAY | November 2022

FPT Industrial has unveiled the first concept application of the new XC13 hydrogen combustion engine with a snow groomer for commercial and outdoor sites. FPT Industrial partnered with PRINOTH, a producer of snow groomers and tracked vehicles, to create the LEITWOLF h2MOTION. This vehicle is equipped with the new FPT XC13 Hydrogen version, 13 liter, six-cylinder engine, delivering 460 hp (338 kW) and 2,000 Nm of torque. The new FPT XC13 is the first multi-fuel single-base engine. From diesel to natural gas-including biomethane-hydrogen and renewable fuels, the base engine has been designed with multiple versions to offer component standardization and integration with the final product. Read more at: https://eqtoday.co/je6p32

Grove GMK5150XL and GMK5120L Grove is preparing to showcase two new five-axle, all-terrain cranes to the public, the GMK5150XL and GMK5120L. The GMK5150XL’s load charts in taxi configuration ensures manageable roadability and transport for owners. Counterweight slabs are interchangeable with those from the GMK5120L or any other Grove 150 t crane, which helps simplify logistics and handling. The flexible counterweight configurations enable setup to be tailored to customer needs. With compact dimensions of 14.195 m overall length and 2.75 m width, the GMK5120L makes jobsites accessible. Grove’s MEGATRAK independent suspension enables the machine to maneuver around work areas. Both the GMK5120L and the GMK5150XL come with the latest generation of Grove carrier cabs. The new cab design seats the operator an additional 235 mm from the centerline for visibility and maneuverability. Read more at: https://eqtoday.co/2t1e9a

JLG Seatbelt Safety

System for Telehandlers JLG Industries now offers its Seatbelt Engagement and Operator Presence option for select JLG telehandlers as an aftermarket accessory. This new telehandler retrofit kit includes seatbelt engagement assurance, operator presence functionality, a high-visibility orange seatbelt and illustrated instructions for installation. Features of JLG’s telehandler Seatbelt Engagement and Operator Presence system include: ˜ Operator presence feature restricts engine start and hydraulic functions when an operator is not present in the seat ˜ Seatbelt engagement feature produces a visible and audible alarm when an operator is seated and unbuckled ˜ Orange high-vis seat belt Read more at: https://eqtoday.co/aejxnd

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November 2022 | EQ U I P MEN T TO D AY

C O VE R S T ORY | By Erica Floyd, Editor-in-Chief, Equipment Today

Western Star

Truck Manufacturers PIVOT DESIGNS, EMBRACE CHANGE in Face of Natural Disasters, COVID-19 The Western Star 57X model cab delivers comfort with leather seating. On sleeper models, an optional driver’s lounge with table and Murphy bed is available.

n a Saturday in early October, I watched as several Class 8 heavyduty trucks with gravel fill zipped around a highway in Fond du Lac County, Wis., trying to wrap up a major project before winter. As I headed home westward on Highway 23, a Home Depot rental truck trailed my station wagon at a polite pace and came to a respectable stop behind my bumper, while I turned left onto a county highway. I glanced in the rearview mirror and saw the orange rental flatbed carried a skid-steer loader, possibly intended for finishing

up commercial landscaping during Wisconsin’s waning early autumn warmth. Upon my return home, I paused to wait for another Mack Granite to clear my subdivision, where it was working on a driveway job. Then, I received delivery of a cabinet out of a semi with a trailer length longer than my driveway. A few minutes later, a Spee-Dee Delivery walk-in delivery truck cruised up with a recurring bulk coffee order—and complimentary dog treats. I wasn’t counting then, but in retrospect, I had seven truck interactions within

10 EQU IPMEN T TOD AY | November 2022

30 minutes and did not find the drive home to be abnormal or the trucks excessive. The proliferation of e-commerce deliveries and returns, infrastructure projects and the natural increased inclination to work on one’s property during the COVID-19 pandemic shutdown have all contributed to unprecedented amounts of trucks on the road and off highway. Simply put, trucking in 2022 looks dramatically different than it did two decades ago. The world has come to rely on its clothing, food, furniture and roads to be supplied by trucks.

However, the past three years has not made it easy for drivers and manufacturers to meet demand. From natural disasters complicating routes and endangering workers, to new regulations and an airborne virus shutting down many truck rest stops, driver burnout and retirement was inevitable. But here is a glass-half-full perspective: The past three years created a host of opportunities for trucking manufacturers and the trucking industry to innovate and profit from said changes and updated designs, leading to increased safety and reduced driver fatigue.

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INCREASED CAB COMFORTS PUT TRUCKERS’ REST FIRST The Federal Motor Carrier Safety Administration (FMCSA) hours of service (HOS) rules, which govern the amount of time drivers of commercial vehicles can spend on the road, aim to prevent fatigue and compromises to safety that can come from long hours and miles behind the wheel. On June 1, 2020, FMCSA published revised HOS regulations, which took effect as of Sep 29, 2020, specifically the updated sleeper berth provision. Originally, the proposed

COVER S TORY

Peterbilt

The Peterbilt Model 567 UltraLoft sleeper includes 8 ft. of headroom and 70 cu. ft. of overall storage. The UltraLoft also gives drivers large upper and lower bunk mattresses, headroom in both bunks and creature comforts of home with space to accommodate a large microwave and a 32-in. flat screen TV. sleeper berth provision mandated that the driver spend at least eight hours in the sleeper berth during the minimum 10-hour off-duty requirement— an attempt to increase safety on the road by ensuring drivers take a break. Some rules officials wanted to make sure drivers were getting their recommended eight full hours of shut-eye, as prescribed by the National Sleep Foundation, American Academy of Sleep Medicine and countless other organizations concerned with adult human health. This provision modifies the sleeper berth exception to allow a driver to meet the 10-hour minimum off-duty requirement by spending at least seven hours of that period in the berth. This is combined with a minimum off-duty period of at least two hours spent inside or outside the berth, provided the two periods total at least 10

hours. Aside from the logistical challenges of being forced to spend eight hours in a sleeper berth—what if a loading or receiving dock is closed by the time the driver gets there at midnight? The sleeper berths themselves can be confining, isolating and often unsanitary. Additionally, if spending seven hours in a sleeper berth sounds uncomfortable, imagine what cab comforts were like several decades ago. Updated creature comforts, like queen-sized sleepers, ultra-cushy drivers’ seats and mattresses, improved cab lighting and airflow, closets, microwaves, fridges, televisions and personal touches make the seven-hour sleeper berth rest requirement more palatable for many long-haul truck drivers. Some sleeper cabs even boast composting portable toilets in a dedicated bathroom area.

Kenworth, Peterbilt, Western Star, International and Mack (Volvo) Trucks all offer spacious sleeper cabs in their Class 8 trucks. In its latest addition to its X-Series, Western Star’s all-new 57X on-highway truck offers four cab options to suit any application, including a day cab, 60-in. mid roof, 72-in. mid roof or 72-in. Stratosphere. All deliver comfort with leather seating. On sleeper models, an optional driver’s lounge with table and Murphy bed is available. Interior LED lighting supports performance and longevity. Numerous customization and bright finish options are available to tailor the truck to the owner or driver’s needs. Production is planned to begin in the first quarter of 2023 at DTNA’s Cleveland (N.C.) Truck Manufacturing Plant, but interested drivers can check out the current X-Series

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lineup trucks, including the new Western Star 47X and 49X models. At a recent event in Allentown, Penn., I tried out Mack’s new Command Steer technology. Aside from the ease of steering and reduced jolting, one of the first features I noticed when hopping behind the wheel of a Mack Anthem 70-in. Standup sleeper with HE+ Aero package and Mack Command Steer was the roomy cab and comforting, well-suspended driver’s seat. The cab featured a neatly-made bed with decent-quality linens, backlighting, numerous cupholders and outlets and some clever storage. “The mentality has changed, where it used to be, ‘Drive the truck.’ Now—it’s such a great thing—they recognize the drivers,” said Joe Serock, Northeast district manager for

“Drivers no longer need to fight the wheel when driving on severe terrain or during difficult weather conditions requiring a lot of steer effort.” — Tim Wrinkle, Mack construction product manager

November 2022 | EQ U I P MEN T TO D AY

C O VE R S T ORY

“Pros across the Southeast are renting trucks to remove debris and transport materials into restoration and recovery zones after recent hurricanes.”

Mack Trucks

— Bryan Partridge, The Home Depot Rental assistant merchant

The Mack Anthem truck model allows for Mack Trucks’ new Command Steer advanced technology.

12 EQU IPMEN T TODAY | November 2022

Mack Trucks

Mack’s Command Steer technology features a unique return-to-zero feature to eliminate forceful, hand-over-hand steering in areas of rough terrain. www.forconstructionpros.com/equipment

Engineered to do more www.liebherr.com

Earthmoving machines

Liebherr USA Co. • Construction Equipment Division • 4800 Chestnut Avenue • Newport News, VA 23607 • Phone +1 757 240 4250 Construction.USA@liebherr.com • www.facebook.com/LiebherrConstruction • www.liebherr.us/dealers-emt • www.liebherr.com

C O VE R S T ORY

Mack Trucks, who accompanied me while I drove a Mack Anthem without the smoothing Command Steer technology and who witnessed me operating the first commercial vehicle I’ve ever driven. “We’ve seen that because, I mean, pick a company, pick a segment. There’s

not this overwhelming supply of people that are doing this anymore.” Serock was referencing the well-known tight labor market in trucking, construction and other skilled trades. “You really want to try your best to invest back into them,” Serock said, referencing

both the cushy cab and the new Mack Command Steer Technology, which aims to reduce driver fatigue and help contractors and mining companies retain truck-driving employees. “And that’s, I think, what this is—it’s really a recognition, investing back into the drivers to say, ‘Hey, look, we

get it. What can we try and do to help them with that job?’”

TRUCK TECHNOLOGY UPDATES AIM TO RECRUIT AND RETAIN DRIVERS Aside from cab comforts, as Serock pointed out, new technologies keep popping up in commercial truck designs as of

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late. From smoother steering to wider windows and better side view mirrors, truck design and performance innovations aim to recruit and retain drivers with an interest in a long-term job. “Driving a heavy-duty construction truck is physically demanding on the body,” said Tim Wrinkle, Mack construction product manager. “Jobsites have uneven road conditions, which contribute to wear and tear on the driver. Mack Command Steer has been shown to reduce driver effort by 85 percent, improving jobsite safety and driver productivity.” Mack Command Steer combines an electric motor with the Mack Granite model’s existing hydraulic steering. Multiple sensors throughout the truck monitor the terrain, driver inputs and environmental elements more than 2,000 times per second. Based on the collected data, the system provides variable steering effort through its electric motor, applying additional torque as needed to make it easier to keep the truck on the desired route. “What it does is, because of that counter-torque that the Command Steer is putting into the steering gear, if it’s a windy road, you might be driving down the highway and in our normal steering situation, you’re turning the wheel to the left 45° because the wind is so bad and you’re trying to stay on the road,” explained Stu Russoli, Mack Trucks senior highway product manager. “With [Command Steer], you’re still keeping your steering wheel straight because it’s already counteracting that torque.” Along with a significant reduction in driver steering efforts at slow speeds, Command Steer suppresses uneven terrain, such as potholes, dips and ruts. The system reacts to those irregularities by countering the steer force, smoothing the steering feedback and reducing steering wheel “kicks.” “Drivers no longer need to fight the wheel when driving on severe terrain or during difficult weather conditions requiring a lot of steer effort,” Wrinkle said. “Mack Command Steer helps the driver maintain greater control of both on-highway and off-road applications at low speeds and high speeds.” An additional benefit of Mack Command Steer is that the system features a unique return-to-zero capability that automatically returns the steering wheel to the center position in forward and reverse, helping to simplify tight maneuvers. “In return-to-zero, basically, I mean, take backing up a trailer. When you make that turn, you’re coming around and you let go of the steering wheel and it comes back to straight ahead. You know you’re already lined up. You can make your adjustments very

COVER S TORY

easily,” Russoli said, describing the return-to-neutral steering wheel feature of Command Steer. Russoli also emphasized drivers no longer need to use hand-over-hand steering to navigate through potholes and other rough terrain to return the steering wheel to zero and move forward smoothly in a straight-ahead position. As I tried out the technology for myself, first in a Mack Granite loaded with 40,000 lbs. of crushed limestone and then in a Mack Anthem 70-in. sleeper, I noted the lack of jostling through large areas of crowned roads. As I traversed through parts of Easton Quarry, an H&K Group quarry in Easton, Penn., I remarked to Wrinkle and Russoli that driving my first commercial vehicle was not as difficult or as fatiguing as I thought it would be. Instead, it felt like driving a minivan.” Not many quarry workers would describe a gravel truck as riding like a minivan, with smooth rolling capabilities and the suspension to handle a pack of jumpy kids in a carpool, but with Mack Command Steer, perhaps that sentiment will change.

renting trucks to remove debris and transport materials into restoration and recovery zones after recent hurricanes,” Partridge said of the F-250. “We have heard from customers that they don’t want to rent a truck where they are worried about possibly damaging the

stock bed. Pros need a vehicle that is reliable and tough, and our truck rentals are built for the job.” The bed walls and tailgate fold down for easy loading and unloading on the flatbed pickup truck, Partridge explained, good features for disaster cleanup

crews, evacuating families and emergency response teams. So, while the last 36 months have felt like an eternity for those in the trucking industry and supply chain, I am delighted to report that I’ve seen firsthand the progress manufacturers and industry

experts are making to ease the burden of a big job. From cozy sleeping spaces to better safety, trucking innovations continue to augment and improve the industry. ET Read more at: https://eqtoday.co/covideratruckdesign

MEDIUM-DUTY VEHICLES PUT SAFETY FIRST Not only Class 8 truck manufacturers prioritize increased comfort and worker utility. The new 2023 Ford F-Series Super Duty pickups feature a swiveling desktop on the center console, for those who want a flat surface to work on while stopped at rest stops, and Max Recline seats that fold almost entirely horizontal downward for maximum comfort during nap breaks. The new standard 6.8-liter V8 gas engine also generates low-end torque to make starting on steep grades and merging onto highways easier. While the new Ford F-Series Super Duty trucks will not be available until early 2023, renting a F-250 is an option through Home Depot Rentals, along with renting dump trailers to get the job done safely and quickly. “Renting our F250 flatbed pickup truck can offer the customer peace of mind that it’s built for the job. It removes the guesswork on whether or not a customer’s vehicle has the towing capacity required to pull one of our dump trailer rentals,” said Bryan Partridge, assistant merchant for The Home Depot Rental. “Our flatbed pickup trucks can tow up to 13,000 lbs., which includes most of the large equipment available at our rental centers.” Aside from a global virus, truck manufacturers and rental companies also aim to supply equipment and commercial vehicles to help clean up recent natural disasters, specifically Hurricane Ian and recent flooding in the South. “Pros across the Southeast are

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TRU CKS & T R AN S P O R TAT I O N | By Lori Ditoro, Editor, OEM Off-Highway

Navistar

Navistar Moves Toward SUSTAINABLE MOBILITY with Collaboration and Modularity These new vehicles have chassis changes, including a more aerodynamic design, which helps decrease fuel consumption.

Navistar

The S13 Integrated Powertrain.

16 EQU IPMEN T TODAY | November 2022

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TRU CKS & TRANS PORTATION

was a way that they can grow, and we had great collaboration with the city.”

THE DIFFERENCE

THE S13 ENGINE The 13-liter International S13 engine operates on low revolutions and higher torque equating to fewer fuel injections and less fuel consumption. Designed with selective catalytic reduction (SCR) technology as the primary emissions reduction technology in mind, the S13 engine has no exhaust gas recirculation (EGR) cooler and flows 100 percent of the exhaust to the turbocharger during normal engine normal operation. Eliminating the recirculation of exhaust gas ensures a more complete fuel burn and allows cleaner air to enter the combustion chamber on the intake cycle to mitigate soot buildup, requiring fewer maintenance intervals for filter changes. To further the reliability of the system and improve uptime, the designers eliminated and efficiencies in multiple areas. One difference is a fixed geometry turbocharger. This was chosen instead of a variable geometry turbocharger because it reduces system complexity and increases reliability. Low friction materials and finishes are used for the liners, rings and bearings. The design eliminated the downstream fuel injector, and the high-pressure fuel pump operates at a lower pressure of 1,800 bar. Additional features include: ˜ A dual overhead cam design

Lori Ditoro

The S13 Integrated Powertrain has differences that gives it a simplicity of design and decreased fuel use. The process of designing this system involved a full, clean-sheet collaboration between teams. This is what excited Michael Grahe most. “First, there is a technical aspect,” Grahe said. “Imagine that you can push boundaries. I’ve been in the commercial vehicle industry for a little bit longer. You get to certain level, and you think … that’s it. But you then go back and rethink the approach, and this clean slate design considering SCR from the beginning, that you can reach another level. It’s just fascinating.” and cast aluminum cam cover and oil pan ˜ 23:1 compression ratio ˜ A compression release brake for maximum engine braking power The compacted graphite iron block of the S13 engine combined with a cast aluminum cam cover and oil pan help make this the lightest weight 13L powertrain available in North America, according to the Navistar team at the event and the press release. When it comes to performance, the S13 engine has seven engine rating options, with a maximum of 515 hp and 1,850 lb.-ft. of torque at 2,000 rpm governing speed.

THE T14 TRANSMISSION The International T14 transmission, the first manufactured by Navistar, is a 14-speed, fully automated manual transmission with an electronic clutch actuator to deliver faster, smoother shifting. As part of the cleansheet design, shifting logic and integrated software controls maximize efficiency and performance resulting in gear shifting that is matched to engine revolutions. The T14 features a planetary gear set that supports a compact design and optional programmable reverse speeds. This transmission has two crawler gears for improved

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Lori Ditoro

avistar introduced the International S13 Integrated Powertrain to the North American market during an exclusive, live event held for dealers, customers and industry press at the Las Vegas Motor Speedway earlier this fall. Developed over five years through global collaboration with the TRATON GROUP, the S13 Integrated Powertrain will provide superior operating economy, stellar performance and simplicity and serviceability to the North American commercial vehicle market. The system includes three distinct components: the S13 engine, the T14 transmission and an aftertreatment system. The engine, transmission and aftertreatment were developed and integrated concurrently, ensuring efficiency without compromising performance. Why an internal combustion engine (ICE) fueled by diesel? Electric is the future, but until the infrastructure is in place for charging large, commercial trucks, ICEs will continue to be needed. Improving their fuel efficiency and reducing or negating their emissions is required and regulations will continue to tighten. The S13 Integrated Powertrain will provide energy savings up to 15 percent and will be up to 30 lbs. lighter than traditional powertrains. The S13 engine and T14 transmission will be manufactured in Huntsville, Ala., at a Navistar plant that began expansion to produce powertrains in April 2022. Why did they choose Huntsville? According to Michael Grahe, head of operations, Navistar, in our interview, the seeds for the production were already planted. “We were already building the International A26 Engine in Huntsville. This is our powertrain plant, and we had expanded the plant. We have the workforce there who is experienced in engines. [Adding the production of the transmission]

The cab.

heavy-load startability and lowspeed maneuvering. With deep, low-end gearing and shifting smoothness, the T14 delivers efficiencies of a direct drive in an overdrive package. The smoothness was evident when driving the truck, even for this novice. The S13 Integrated Powertrain offers increased power, with the full torque available at 900 rpm to support drivability. Drivers have shift-on-the-fly capabilities with Economy, Performance and Performance+ modes. Also included are intelligent shifting

Michael Grahe, head of operations, Navistar, unveils the integrated powertrain.

November 2022 | EQ U I P MEN T TO D AY

This picture was taken right before Lori drove around the track.

capabilities, like skip shifting and turning radius offsets. In addition to multiple shifting capabilities, the T14 transmission includes options for low-speed maneuvering, hill hold and initial vehicle movement modes.

AFTERTREATMENT The dual-stage aftertreatment is purpose built with easy access for serviceability. It

also provides improved emissions control and fuel efficiency. To keep temperatures at an optimal range and extend service intervals, the aftertreatment system includes a dual-stage SCR catalyst system in a onebox design. The system cleans up the NOx with diesel exhaust fluid (DEF) dosing right after the turbocharger and a second dosing in the aftertreatment system. Since an EGR cooler was eliminated,

less soot and particulate matter are generated. This cleaner combustion cycle allows for extended service intervals and eliminates the need for an active regeneration cycle

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TRU CKS & T R AN S P O R TAT I O N

and the diesel oxidation catalyst. By employing a design that eliminates the need for active diesel particulate filter regeneration, the aftertreatment system saves fleets time and fuel. “To ensure superior performance and reliability of the S13 Integrated Powertrain, it’s been designed to meet the toughest requirements of the North American market,” said Grahe. “Before this integrated powertrain goes into serial production, this product will have logged more than 4 million miles of field testing on North American roads. We are testing on all terrains—from the desert of Arizona to the frozen tundra of Alaska.”

OTHER IMPROVEMENTS OUTSIDE THE POWERTRAIN The two models on display during the Las Vegas event were the LT and RH. These vehicles have chassis changes, including a more aerodynamic design, which helps decrease fuel consumption. This aero package includes: ˜ DEF and fuel fill closeouts allow air to flow smoothly over the chassis skirts. ˜ Steer wheel closeouts and a modified lower skirt trim improves underbody air flow by restricting air flow through the wheel opening. ˜ A new roof extender improves air flow between the tractor and trailer gap. Another feature is an automatic parking brake. The electronic parking brake technology automatically engages the vehicle and trailer parking brakes if the driver forgets to set them. OnCommand Connection, Navistar’s connected services platform, will come standard and offer programmable parameters, over-the-air calibration changes and software updates. The powertrain’s predictive capabilities help fleet owners and service managers stay ahead of potential service needs. International 360, Navistar’s service communications tool designed to accelerate the repair process and streamline dealer communications, is also an available option to customers. This combines fleet monitoring and preventive maintenance to increase uptime, have fewer unplanned events and extend service intervals to keep customers’ businesses operating. ET Read more at: https://eqtoday.co/y0ptum

T R U C KS & T RANSPO RTATI O N | By Wayne Grayson, Digital Content Director, ForConstructionPros.com

RAM UNVEILS 2023 PROMASTER: New Super-High Roof Boosts Van to Best-in-Class Cargo Space P

ushing further into a focus on vocational applications that began with the refresh of the ProMaster for the 2022 model year, Ram says it has completely redesigned the Class 2 full-size van for 2023. The company took the wraps off the new van during Work Truck Week in Indianapolis. It is slated for release in the third quarter of this year. Available in 19 configurations—including three roof heights, three wheelbases and

efficiency, advanced technology, productivity and safety features.” We’ll get to the new exterior in a moment, but the biggest news with the 2023 ProMaster is what’s going on on the inside. The four cargo lengths available on the 2023 ProMaster are 8, 10, 12 and 13.5 feet. On the 13.5-foot cargo van, Ram has also added a new super-high roof configuration. This new option adds a full 10 inches of headroom compared to the nexthighest configuration and will give Ram the title for best-in-

automatic transmission, the ProMaster delivers 276 horsepower and 250 lb.-ft. of torque. The front-wheel-drive van can tow up to 6,910 lbs. and can haul 4,680 lbs. of payload. Another nice addition for 2023 is an optional roll-up rear door. Available only with the 13.5-ft. cargo van with super high roof, Sowers says the door was a big request from customers and will be welcomed in particular by those using the ProMaster

floor, and a best-in-class cargo width of 75.6 inches, give the 2023 Ram ProMaster more than 500 cu. ft. of cargo space. Ram says the van was also designed with upfitting in mind with all primary vehicle systems packaged forward of the cargo area. Sowers says this means it can be “upfitted for virtually every conceivable commercial need.” The van can be used to transport either cargo and/or people thanks to an available

Wayne Grayson

Dodge

four cargo lengths—Dave Sowers, Ram’s head of commercial marketing, called the new ProMaster “a no compromise benchmark for durability,

class cargo volume at 500 cubic feet, and cargo height. Powered by a next-generation Pentastar 3.6-liter V6 paired to a TorqueFlite nine-speed

for parcel delivery. The new super high roof configuration in concert with sidewalls that are nearly 90° perpendicular to the van’s cargo

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Mopar three passenger bench seat for the second row. ProMaster also features up to 12 foldaway tie-down rings with 1,000-lb. rating, and five sidewall tie-down rings with a 550-lb. rating. The exterior of the van has gotten a redesign as well, with a completely new front end highlighted by standard halogen headlamps that are 29% brighter and provided 15% more range. The optional LED headlights are 70% brighter than the previous model and offer 50% more range. The front bumper of the van includes an integrated step to assist in cleaning

the windshield and changing wiper blades.

TECHNOLOGY AND SAFETY IMPROVEMENTS But this new ProMaster isn’t all about cargo. Ram has packed the 2023 ProMaster with a ton of technology for meaningful improvements to operator comfort and safety. Sowers says the new ProMaster offers the most standard safety features of any Ram full-size commercial van. They include: ˜ Full-speed forward collision warning ˜ Crosswind assist ˜ Rear backup camera with dynamic gridlines ˜ Post collision braking ˜ Drowsiness detection ˜ Traffic sign recognition ˜ push-button start ˜ Keyless entry (all doors) ˜ electric parking brake Ram is also making a variety of optional safety features available as well, including the new parallel and perpendicular park assist, which uses ultrasonic sensors to guide driver into parking spaces. Ram says customers also requested more visibility around the van, so they’ve tied the standard rear backup camera with dynamic grid lines to an optional digital rear view mirror. This digital mirror displays a real time video feed from the rear camera in all driving modes. With a flick of a switch, the digital mirror quickly reverts to a traditional reflective mirror. Ram has also added a 360° surround view camera system on the 2023 ProMaster, giving bird’s-eye views of the vehicle on a 7-in. or 10-in. touchscreen. ET Read more at: https://eqtoday.co/bu8whi

November 2022 | EQ U I P MEN T TO D AY

TRU CKS & T R AN S P O R TAT I O N

Terex Utilities

LOAD CHART Knowledge Central to Safe Digger Derrick Operations

Reading and understanding digger derrick load charts is vital.

ust like when operating cranes, understanding how to read load charts, and applying that information to the operation of a digger derrick is critical. In many ways, digger derricks are similar to cranes with telescoping and rotating booms, jibs and other attachments, and winches with load lines that can be configured with multiple parts of line. Applying this knowledge will help with safe operation of the equipment and taking the written test to become a CCOcertified digger derrick operator. An important part of the overall written exam score relates to load charts. Digger derricks load charts are designed specifically for the serial number of the unit. That means that just because you have more than one Terex Commander 4042 in your fleet, the same load chart may not be used for both units. The nature of the industry is that digger derrick capacities are directly

affected by the chassis the digger derrick is mounted on, where it is mounted, the options and accessories the digger derrick is equipped with. While load charts are affixed to the device in view of the operator near the controls, it is critical to always verify that the serial number on the load chart matches the serial number of the unit. The load chart for that unit takes into consideration all the options installed on the boom when the digger derrick was built. If additional options are added to the digger derrick that increase the weight of the booms, a new load chart must be created to account for this additional weight.

IMPORTANT TERMINOLOGY The rated capacity of the digger derrick is the maximum working load permitted by the manufacturer for the boom configuration and boom position. Such boom position factors include load radius, boom length, boom

20 EQU IPMEN T TODAY | November 2022

angle, and other parameters of use. The rated capacity will be different depending on where in the load chart you are working, how many parts of line are used, and other factors such as type of rope installed. To begin, below are some important terms every digger derrick operator must understand. Load Radius: The distance from the center of rotation of the digger derrick to the center of gravity of the load. Gross Capacity: The maximum weight that a machine is designed to lift, which includes the load, attachments, and all rigging. This corresponds to the value found on the load chart. Net Capacity: The maximum weight that can be lifted. Net capacity is calculated by reducing the value found on the load chart by the weight of the rigging and added attachments. Net capacity equals gross capacity minus all lifting deductions (rigging and attachments). The

maximum weight of the load cannot exceed the net capacity.

DETERMINING THE LOAD When teaching this concept to students, I compared it to their paycheck. There’s their gross pay. Then there are taxes, insurance, and other deductions that leave them with their net pay. Just as net pay is what you get to spend, net capacity is what’s leftover that you can actually lift. Now, let’s talk about the load. You have to consider more than just what the transformer, pole or cable reel weight, which is the net load. Gross load is the total weight of the transformer, pole or cable reel plus the weight of the rigging. You must consider anything that is suspended on the load line as part of the gross load—shackles, slings, etc. So, while net capacity is key, it’s gross load that is important. The total weight of the load, attachments, and rigging must stay within the capacity shown on the load chart.

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The Terex load chart displays the gross lifting capacity. It is based on the options at the boom tip and the auger being stored on the main boom. The auger size is listed as an option on the load chart, so operators know what was included when the chart was created. If they increase the auger size, they now need to deduct the weight difference from their gross capacities. If they do not want to make the deduction each time, a new load chart would be required

A MOVING TARGET Load charts show information about the gross capacity the digger derrick can lift given various criteria. For example, whether the boom sections are extended or retracted, what the boom angle is, as well as which zone you are working in. Terex digger derricks offer two zones representative of lifting either over the side or the rear of the truck. It is not recommended to lift over the front of the cab.

TRU CKS & TRANS PORTATION

Terex Utilities

An example of a load chart.

In this example, a specific Commander 4042 is set up with the third boom section extended and the second boom section retracted and with the boom at 45°. The digger derrick can lift 5,050 lbs. in Zone A and 4,020 in Zone B. However, when both boom sections are extended, the load radius goes from 17.7 ft. to 23.4 ft. Gross capacity is now 3,150 lbs. in Zone A and 2,510 lbs. in Zone B. Because the allowable load may change based on path of lift, it is important that operators plan out the intended load movement from picking to setting. Maybe you are picking a transformer off a trailer parked behind your digger derrick, intending to rotate to the side and lift it to the top of a pole. Your lifting zone, load radius, boom angle, and number of boom sections that are extended will change through the full lift as the load moves from picking to setting. Always make sure your capacity is sufficient through the entire range of motion and various boom positions. In addition, some companies may have policies that require digger derricks to operate within a certain percentage of maximum capacity. Make sure you factor that in when planning your net capacity and gross load weights.

for rope strength and elongation. Always replace the rope with equivalent type, synthetic or wire, and capacity. The rope length must be long enough to reach the ground in the intended single or multipart configuration. The number of parts of line is critical to the capacity of the line itself. Digger derricks are frequently used with a single part of line. But loads that weigh more than the amount shown on the load chart for single part capacity, require that the load line is set up for multiple parts of line as needed for the load. There is a mechanical advantage to having multiple parts of line, as multi-parting the line does not increases the capacity of the load line but allows higher loads for the digger derrick up to the load chart capacity. In the example shown, the single part load line capacity is 8,052 lbs. If you are lifting a load greater than this, and still within unit gross capacity, you will need to multipart the load line. Two parting will give you 16,104 lbs., three parting will allow 24,156 lbs., as long as you are under gross capacity of the digger derrick.

Terex Utilities

LOAD LINES Load charts also provide important information about the load line. Different types of load line have different capacities. The load chart provides information of the line working load limit required. When replacing ropes follow the information on the load chart

HANDY TOOLS AND FINAL REMINDERS All of this is well and good, but if you don’t know the weight of the load to be lifted, the planning is worthless. Some digger derricks

are equipped with load line indicators. If not it’s an easy and good practice to use a dynamometer to measure the weight of unknown loads. Since 2018, Terex Utilities has offered its Load Display option on Commander digger derricks as an operator aid. The load cell measures the actual load on the winch line, which is then shown on the display at the control station, to assist operators as they follow the load chart. The load cell attaches between the winch line and the hook and wirelessly transmits the value to the display. It is available as a 6-ton system for single line capacity. If multiple parting the line the actual load must be calculated based on the number of parts of line used times the value displayed. Finally, one last reminder. While digger derricks and cranes have a lot of commonalities when it comes to understanding

load charts, there is one critical difference. Digger derricks require that the outriggers are correctly deployed. Cranes may allow for on rubber or partially extended outriggers. Terex Utilities equips its digger derricks with an outrigger interlock, which prevents boom operation if outriggers are not deployed. The actual setup and outrigger adjustment can only be performed by the person at the worksite. Make sure to properly position the digger derrick on firm, level ground and set the outriggers as per the operators’ manual on outrigger pads before beginning operations. If the digger derrick is not level, the capacity is reduced. ET

“Because the allowable load may change based on path of lift, it is important that operators plan out the intended load movement from picking to setting.” — Scott Bittler, Terex Utilities

Scott Bittler, is a national service trainer and technician at Terex Utilities. Read more at: https://eqtoday.co/bt4wy1

WHEN DIGGER DERRICK OPERATORS MUST BE CERTIFIED With the November 2018 OSHA requirement for digger derrick operators to be certified, it is important for employers and operators to understand when digger derrick operators must be certified. “Operators of digger derricks are exempt from this requirement only when the digger derrick is used in electric power generation, transmission and distribution, and telecommunications applications. If a digger derrick is used for other lifting work applications, then digger derrick operators must be certified,” said Jason Julius, Terex Utilities, technical support and training. If you are a utility doing Subpart V work for powerline construction and maintenance, you are exempt from the certification requirements only while performing power line construction or maintenance., If you are operating a digger derrick for work defined by OSHA as a construction activity, such as water/gas line construction, light poles, or erecting signs, for example, then you are not exempt. OSHA requires the operator to be certified by type of machine. Digger derricks are ANSI A10.31 type machines, Cranes are ANSI B30 type machines and based on the different types, have different operator certifications. NCCCO offers resources on its website, www.nccco.org, to assist digger derrick operators in preparing for certification testing. This outline shows some of the areas of knowledge related to load charts that operators can be tested on. This knowledge on use of load charts must be understood and complied with to safely operate a digger derrick even for exempt activities.

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November 2022 | EQ U I P MEN T TO D AY

TRU CKS & T R AN S P O R TAT I O N

Under U.S. Environmental Protection Agency (EPA) regulations, as well as the European Union’s Ecolabel (EEL) requirements, oils claiming to be EALs must meet specific criteria.

hroughout the past decade, heavy-duty equipment operators have made substantial efforts to reduce their impact on the environment. This is due in part to regulatory and public pressure, but also to the growing awareness that sustainability in operations is not only good for the planet, but a good business practice. As part of that effort, we’re seeing a growing interest in “environmentally-friendly” lubricants. Unfortunately, there are a lot of confusing and misleading terms out there in the market, and this is one

EQU IPMEN T TODAY | November 2022

of them. The more appropriate and increasingly standard term is, “environmentallyacceptable lubricant” or EAL, which is based on quantifiable industry specifications. Under U.S. Environmental Protection Agency (EPA) regulations, as well as the European Union’s Ecolabel (EEL) requirements, oils claiming to be EALs must meet specific criteria. The EEL requirements are the most structured, and extend across eight criteria: aquatic toxicity, excluded substance, biodegradability and bioaccumulation, packaging/container requirements, minimum technical

performance, use and disposal. Note: There are no agreed upon standards that allow a lubricant to claim that it is simply environmentally “friendly,” and that is not an officially accepted marketing or labeling term. The key requirement, biodegradability, is a function of the base oil used in the lubricant formulation. The most common biodegradable base stocks are vegetable oils, synthetic esters and polyalkylene glycols. Where we see the widest demand for and use of EALs is in hydraulic systems for offhighway equipment and in the marine sector. Marine lubricants

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in U.S. waters are subject to the EPA’s Vessel General Permit (VGP) regulation. The VGP standard requires that any lubricant used in oil-to-sea interfaces–in other words, likely to come in contact with water– must be an EAL. Under the VGP definition, the oil must be low in toxicity to aquatic organisms, and “non-bioaccumulating,” meaning it won’t take a concentrated form inside an organism. Oils meeting these criteria in industry-standard testing may be deemed EALs, and labelled and marketed accordingly for marine applications. The current VGP standard was established in 2013. The EPA is expected to upgrade the standard or supplant it with the Vessel Incidental Discharge Act (VIDA) in the near future. Under VIDA, the standard may expand to include marine applications that do not come in direct contact with water, which are not currently subject to VGP. In the off-road segment, construction projects often take place in environmentally-sensitive areas. While EALs are not mandated in hydraulic equipment as they are in marine applications, heavy duty OEMs, operators and their end customers have an interest in mitigating the impact of lubricant leakage on soil or water around the jobsite. Using biodegradable EALs addresses this issue, while also enabling operators to demonstrate environmental awareness and sound sustainability practices to customers, regulators and the general public. ET John Fang is a staff scientist at Chevron Lubricants. Read more at: https://eqtoday.co/67bmcx

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WERK-BRAU BUCKET Keeps Poet In Motion P

OET is the world’s largest producer of biofuels, with its Leipsic, Ohio bioprocessing location, which produces 90 million gallons annually. Most of the byproducts of the corn used to make its purified alcohol biofuel becomes feed used in the livestock industry. The Leipsic facility produces both wet and dry feed products with moisture percentages from 10 percent to 67 percent. When customers arrive, they expect prompt loading of the materials. Breakdowns and repair time are a nuisance for the customers, adding costs and creating delays. When Materials Manager Dan Karhoff noticed increased downtime and rising repair costs to keep their loader bucket operational, he sought alternatives. He found a solution, with WerkBrau just a few miles east. “The bucket we were using at the time was a 3½-yd. bucket built from a lighter gauge metal with fewer reinforcements in the high stress areas in the bucket,” said Karhoff. “After a few years of wear and tear and metal fatigue, we were forced to make annual repairs to the bucket. We rely on this piece of equipment daily to load trucks with wet feed product and move dry feed product around on our flat storage areas.” As a 90-million-gallon per year biofuel plant, POET grinds roughly 70,000 bushels of corn a day. The dry and wet feed products created in the production process are sold and loaded into customer trucks daily. The physical attributes of the product vary greatly; the dry feed has about 10 percent moisture and the wet product has about 67 percent moisture. Switching between the two can wear down the bucket much faster, especially when switching often, as they could load up to four or five wet feed trucks and six to eight dry feed trucks a day. Shutting down the

loading operation for repairs is a headache for the customers and for the POET team. Because the old bucket could not be easily removed from the loader, to make repairs on the bucket, the entire loader had to be driven three to four miles to the repair shop, taking the machine out of service for a whole day each time. With customers expecting prompt loading, Karhoff realized he needed to invest in a quality piece of equipment that will hold up to their loading standards and keep pace with their production. That’s when he turned to Werk-Brau. Karhoff upgraded from a Werk-Brau standard 3½-yd. bucket to the John Deere 544G loader. Manufactured with highstrength T-1 steel in all critical points and utilizing abrasionresistant wear straps to reinforce the bucket bottom, the WerkBrau bucket could withstand much more wear and tear than their previous bucket. Eventually, Karhoff decided to upgrade to a 544K loader with about 5,000 hours on it, since the 544G had about 15,000 hours and required more ongoing maintenance due to an issue with the motor. Since the Werk-Brau bucket worked so well on the 544G, when it came time to upgrade loaders, Karhoff decided to work with Werk-Brau again for a bucket for their new loader. “The Werk-Brau bucket that was on the 544G still is in great shape with no issues. This is why I decided to stay with Werk-Brau for a new replacement bucket over our upgraded 544K loader,” Karhoff said. “I reached out to Neil Recker, Werk-Brau regional manager, for his experience and knowledge on the loader buckets. Neil and I worked together on redesigning a bucket that would meet our needs of loading feed product here at POET for customers’ daily orders.” Over the course of many

meetings, emails and phone calls between Karhoff, Recker, and the design engineering team, they were able to design a bucket that meets POET’s specific needs for loading feed products safely, and efficiently. Utilizing the latest CAD and finite element analysis software, Werk-Brau was able to design a bucket engineered for success and proven to withstand the stresses it would encounter. This software allowed them to determine what areas of the bucket would encounter the most wear and design accordingly. The newly designed roll-out bucket has a deeper bottom that allows for more product to be picked up and held in the tiltback position. This bucket has a depth of 56 in., which is much deeper than the previous 34-in. bucket depth. This fixes the problem of product running out of the front of the bucket while it’s being tipped back, since the cutting edge will be almost the same height as the back of the bucket. There is also an arch up the center of the bucket to the cutting edge which prevents product from spilling over the sides during movement. The newly designed bucket is 4 yds. in volume, rather than 3½-yds. of the previous bucket. Because it is a high tip/roll out bucket design it adds 24-in. to the dump height which is important when loading trucks and maximizing pile height of stockpiled material. The recessed carriage improves the center of gravity which reduces stress on the loader and the bucket. All of these design changes enhanced Poet’s

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As a 90-million-gallon per year biofuel plant, POET grinds roughly 70,000 bushels of corn a day. The dry and wet feed products created in the production process are sold and loaded into customer trucks daily.

Werk-Brau

operations, allowing more product to be moved with each cycle of the loader. “When you roll that thing back, you’ve got a full bucketful of product,” Karhoff said. Once design for the new bucket was done, Recker invited Karhoff to the plant to inspect the bucket before it got painted to see if any other changes were desired. “When I went over there, I think there were just a couple minor things. They got that fixed, sent it off to paint, and we’ve been pleased with it ever since,” Karhoff said. Once the bucket was completed and put into operation at POET, Karhoff said he saw immediate results. “After weeks of using this unit with the new design bucket, I was impressed with how it operated and the amount of product we were able to move in a safe environment,” Karhoff said. After he noticed a minor design issue with some of the hoses rubbing, he mentioned the problem to Werk-Brau and they fixed it quickly, he said.

“They ended up changing the design a little bit on how they routed the hoses and put new hoses on. They stood behind their product, which means a lot to me. After six-plus months of use, I am pleased with the bucket and the service we received from Werk-Brau,” he said. Karhoff bought the WerkBrau buckets through Murphy Tractor in Lima, yet was still able to receive personalized adjustments and redesigns of the bucket to best suit his needs and receive top-quality service. “The customers who purchase the wet and dry feed product are certainly pleased with the speed and efficiency of the loading process, and the fact that the equipment is ready when they are, with no loading delays due to bucket maintenance,” he said. ET Dale DeWeese is the national sales manager at Werk-Brau. Read more at: https://eqtoday.co/POET

November 2022 | EQ U I P MEN T TO D AY

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