Augustewcombined by Tony Brock

Check another item off your list. Because when Mack’s on the job, you know it’s handled. Our trucks, equipped with mDRIVE™ HD with low ratios and multispeed reverse gears, are the most versatile tools on the jobsite. And the most dependable, connected to 24/7 support and service. It’s a combination that’s made Granite ® the number-one-selling heavy-duty conventional straight truck in the U.S.* And it’s what will prepare you for your next move. MackTrucks.com/Construction

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22 TRENCHERS Vol. 28 Number 8 |

Cover Story

table of contents | August 2016

MACHINE MATTERS:

CHAIN STALLS? OBSTACLE-STREWN PATH? TODAY’S SMALLER TRENCHERS MUSCLE THROUGH WHATEVER’S THROWN THEIR WAY.

Equipment 17

Marketplace

John Deere 870G LC excavator, Komatsu D39EX/PX-24 dozer, Volvo buckets for L110-L350 wheel loaders, Caterpillar 300.9D compact excavator, Bobcat landplane attachment, Vermeer Verifier G3.

33 Maintenance

52 Road Science

77 Technology

The new oils Selecting the correct oil for your application will depend on engine manufacturer and type of application.

Mastering asphalt plant production Proper plant operation and key personnel make all the difference in quality pavements.

Crane study seeks benefit of operator training simulator, new excavator cab design, Volvo CE’s Co-Pilot in-cab tablet control module.

EquipmentWorld.com | August 2016 5

table of contents | continued

Features 39 GPS/GNSS 101

The third report in a four-part series covers GPS blade control set up and operation for dozers

of the Year Finalist 63 Contractor Joe Porchetta, GMP Contracting, South Plainfield, New Jersey

equipmentworld.com facebook.com/EquipmentWorld twitter.com/Equipment_World Editorial Director: Marcia Gruver Doyle Executive Editor: Tom Jackson Senior Editor: Chris Hill Online Editor: Wayne Grayson Data and Managing Editor: Lucas Stewart Contributing Writer: Richard Ries editorial@equipmentworld.com Media Sales Geoffrey Love: gdlove@randallreilly.com Pete Austin: paustin@randallreilly.com Drew Ingram: drewingram@randallreilly.com Patsy Adams: padams@randallreilly.com Jason Sandlin: jasonsandlin@randallreilly.com Jordan Arsenault: jordanarsenault@randallreilly.com Art Director: Tony Brock Advertising Production Manager: Linda Hapner production@equipmentworld.com

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Contractor 66 Highway Diamond grinding and grooving This work gets a boost from changing ride specs and increased pavement preservation needs

Departments Record 9 On The view from a 74-year-old superintendent

13 Reporter Oldest U.S. Volvo artic found; Hertz Equipment Rental becomes Herc Rentals 49 Safety Watch Heat kills

61 Quick Data

Compact excavators

73 Heavy Trucks

Work trucks are smarter, more comfortable than ever thanks to AMTs, plush cabs

81 Pro Pickup

Will the 2017 F-Series Super Duty have best-in-class towing?

Word 90 Final Right to repair: fair shake or fatal mistake? For subscription information/inquiries, please email equipmentworld@halldata.com. Equipment World (ISSN 1057-7262) is published monthly by

Randall-Reilly Publishing Company, LLC, 3200 Rice Mine Road N.E., Tuscaloosa, AL 35406. Periodicals Postage-Paid at Tuscaloosa, Alabama, and at additional mailing offices. POSTMASTER: SEND ALL UAA TO CFS (SEE DMM 507.1.5.2). Non-postal and military facilities: send address corrections to Equipment World, P.O. Box 2187, Skokie, IL 60076-9921 or email at equipmentworld@halldata.com. Rates for non-qualified subscriptions (pre-paid US currency only): US & possessions, $48 1–year, $84 2–year; Canada/Mexico, $78 1–year, $147 2–year; Foreign, $86 1–year, $154 2–year. Single copies are available for $6 US, $9 Canada/Mexico and $12 foreign. The advertiser and/ or advertising agency will defend, indemnify and hold Randall-Reilly Publishing Company, LLC harmless from and against any loss, expenses or other liability resulting from any claims or suits for libel violations of right of privacy or publicity, plagiarisms, copyright or trademark infringement and any other claims or suits that July arise out of publication of such advertisement. Copyright ©2013 Randall-Reilly Publishing Company, LLC All rights reserved. Reproduction in whole or in part without written permission is prohibited. Equipment World is a trademark of Randall-Reilly Publishing Company, LLC Randall-Reilly Publishing Company, LLC neither endorses nor makes any representation or guarantee regarding the quality of goods and services advertised herein.

6 August 2016 | EquipmentWorld.com

Chairman: Mike Reilly President and CEO: Brent Reilly Chief Operations Officer: Shane Elmore Chief Financial Officer: Russell McEwen Senior Vice President, Sales: Scott Miller Senior Vice President, Editorial and Research: Linda Longton Senior Vice President, Audience Data: Prescott Shibles Vice President, Events: Stacy McCants Vice President, Digital Services: Nick Reid Vice President, Marketing: Julie Arsenault Vice President, Business Analyst: Joe Donald Director of Media Sales: Scott Maldonado Vice President, Strategic Accounts: Michael Newman For change of address and other subscription inquiries, please contact: equipmentworld@halldata.com Editorial Awards: Jesse H. Neal Award, Better Roads, 2011 American Business Media Robert F. Boger Award for Special Reports, 2006, 2007, 2008 Construction Writers Association Jesse H. Neal Award, Best Subject-Related Series of Articles, 2006 American Business Media Editorial Excellence Special Section Gold Award, 2006 Midwest-South Region, American Society of Business Publication Editors Editorial Excellence News Analysis Gold Award, 2006 Midwest-South Region, American Society of Business Publication Editors Editorial Excellence News Section Silver Award, 2005 Midwest-South Region, American Society of Business Publication Editors Robert F. Boger Award for Feature Articles, 2005 Construction Writers Association Robert F. Boger Award, 2002 Sept. 11th Feature Articles

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on record | by Marcia Gruver Doyle MGruver@randallreilly.com

The view from a 74-year-old superintendent

ucas Stewart is the newest member of our staff, but recently he had the privilege to interview one of the oldest superintendents in construction. As I reviewed the transcript of his conversation with this 74-year-old gentleman, it occurred to me that this was a voice that more than our staff needed to hear. At his request, he will remain anonymous. “If I had a lot of money,” he told Lucas, “I would go out there and do this kind of work for nothing, because of the sense of having done something that people can see. That building is there. I can go by there and say, ‘I built that.’ I’m not behind a desk 24/7. I’m out in the atmosphere, creating. Everyday you get a sense of accomplishment. “Besides that,” he continued, “when the company is bidding a job, the architect is going to want to know who’s going to be the superintendent. And if the architect knows me by name, it’s either a good selling point or a deterrent. Right now, I would not hesitate to sit down to lunch with any architect or contractor I’ve ever worked with. Even the ones who don’t like me have a respect for my knowledge of all the trades. You can’t be a good superintendent, especially on a large project, without that depth of knowledge. If you don’t know how to do it yourself, you sure as hell can’t tell another man how to do it. “I started out about as low as you could get, with a pick and shovel. Then my brain, as small as it is, kept saying, ‘The more you do, the more you learn, and the further you’ll advance.’ So I made it a habit

of always looking to increase my knowledge of what was going on around me. And that brought me to the point where every time I finished a job, I knew more than I started. “In the past 10 years, people my age were filtered out because of how much it costs just to have us on the job. Ten years ago, I was making the same amount of money as I am now. Contractors are hiring less expensive personnel, but that’s in every industry, not just construction. But in construction, that less expensive person really isn’t helping you much, especially if everything has to be built on a tight schedule. There’s not a question that is going to come up that I haven’t lived through before. Not one. It becomes a credibility issue. All it takes is one question for those on the jobsite to figure out that someone doesn’t know something. You can’t get that kind of information in a book, a seminar or a lecture. You actually have to have been out there and seen it before.” His advice to younger workers? “Pay attention to someone that knows more than you do. Get all the field experience you possibly can, in all phases of development. Keep your pride in your work. Don’t go out and build just to pay the bills. Do it for the experience, so the next time you’ll be more productive and more at ease in your mind. You can go home with the knowledge that you learned something that will impel you into the future. “I don’t plan on retiring,” he declared. “I’ve already retired, and came out of it, so I’m just going to keep on working.”

EquipmentWorld.com | August 2016

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reporter | staff report

World’s oldest working Volvo artic in California fleet

t might not be the prettiest machine in his fleet, but Tomy Stenvall’s 1968 Volvo DR860 articulated hauler is certainly his most prized. But the truck isn’t just a novelty antique at Stenvall’s Amswede Corporation in Chula Vista, California. Since the early 1990s, the DR860 has been used on a daily basis as a water truck on jobsites that require dust control or soil mixing. And recently, the truck earned Stenvall (center, in photo above) a trip to his home country of Sweden as part of Volvo’s 50th anniversary celebration of the articulated hauler. Volvo developed the first tractor connected to a trailer via an articulating hitch in 1966, with the introduction of the DR631, which has been since dubbed “Gravel Charlie.” This machine is credited with starting the articulated hauler category, a highly maneuverable machine that can haul tons of material over muddy, rutted rough terrain.

For the yearlong 50th anniversary celebration, Volvo CE wanted to find the oldest Volvo articulated hauler still in use on a North American jobsite. Stenvall’s ’68 DR860 now officially holds that title. As such, he was flown to Volvo’s Braås, Sweden, facility as part of this designation. As it turns out, both Stenvall and the truck call Sweden home. “I left Sweden in 1982 to escape the snow, and I wound up in Southern California where I started Amswede, which I named after my connection to America and Sweden,” says Stenvall. “I needed something that was more agile than a typical Gi-series water truck, but not as clumsy as a water wagon. So I looked overseas and ended up getting my hands on this DR860 from a tunneling company in Sweden. I paid $7,000 and they shipped it over in a container. We reassembled it, lengthened the frame and put a water tank and ag pump on it. It’s been with us ever since.”

Briefs

arent company Doosan Infracore has taken steps to take compact machine maker Bobcat public on the Korean Exchange. Doosan, which owns 66.6 percent of all Doosan Bobcat shares, first announced its intent to take the company public in February. IronPlanet users now have access to Express, an instant financing option that contractors can choose either before or after making a bid or purchase. Express, an online lender that specializes in financing equipment for small businesses, has similar financing partnerships with Ebay and Proxibid. John Deere’s two largest dozers, the 850K and 1050K, have received a 2016 Red Dot design award, awarded by a global jury of independent design specialists. Terex is selling its German compact construction business to Yanmar. The deal involves the company’s compact and midi-sized excavators, wheeled excavators and compact wheel loaders. Upon completion of the sale, Terex’s construction division will sell skid steers, compact track loaders, backhoes and some specialty material handlers.

For more on each of these stories go to equipmentworld.com. EquipmentWorld.com | August 2016 13

reporter | staff report

Hertz Equipment Rentals is now Herc Rentals H ertz Equipment Rental completed its transition into Herc Rentals on July 1, officially separating from Hertz Global Holdings. Herc Rentals estimates its 2015 North American market share was 4 percent, compared with United Rentals at 13 percent and Sunbelt Rentals at 7 percent. Herc Rentals says construction market customers make up 38 percent of its business mix by rental volume. In addition, earthmoving equipment makes up 19 percent of its fleet mix by average fleet original equipment costs (OEC), while aerial equipment represents 27 percent OEC. The company says its total OEC is $3.5 billion. The company now has 4,600 employees and approximately 270 company-owned branches in North America.

Tesla aims at heavy-duty, pickup truck markets

Briefs

ichard M. Olson has been named Toro’s next CEO, taking over from present CEO Michael J. Hoffman on November 1. Hoffman will continue to serve as the company’s chairman, a position he has held since 2006. Olson has been with Toro since 1986. John Deere received a 3-year construction equipment contract from the National Purchasing Partners Government Division, which works with non-profit and public entities as a cooperative purchasing organization.

esla has confirmed after much uncertainty that the automaker will be producing a pickup and a heavy-duty truck. In his blog at tesla.com, CEO Elon Musk said that the company will be making “a future compact SUV and a new kind of pickup truck.” Musk has hinted before about producing a pickup. Heavy-duty transportation is also a goal of Musk’s. “In addition to consumer vehicles, there are two other types of electric vehicle needed: heavy-duty trucks and high passenger-density urban transport,” Musk writes. “Both are in the early stages of development at Tesla and should be ready for unveiling next year. We believe the Tesla Semi will deliver a substantial reduction in the cost of cargo transport, while increasing safety and making it really fun to operate.

14 August 2016 | EquipmentWorld.com

More than 2,400 exhibitors will be showcasing their latest equipment at Bauma China, scheduled for November 22-25 in Shanghai, China. Around 180,000 visitors are expected at the show, now in its eighth year. According to VDMA, a German industrial association, 20 percent of the all construction equipment sold globally was bought in China, which is the second largest individual market for construction machinery, after the United States.

For more on each of these stories go to equipmentworld.com.

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marketplace | staff report

UPGRADED ENGINE, HYDRAULICS ON DEERE’S LARGEST EXCAVATOR

John Deere has introduced engine and hydraulics upgrades in its largest excavator, the 870G LC. Powered by a new Tier 4 Final, 512-horsepower engine, this production-class machine features more hydraulic flow than its predecessor, says Deere. An expansion tank in the updated model’s cooling system enhances air pursing, provides make-up fluid when needed and improves overall cooling efficiency to keep the new engine oper-

ating at peak performance. Like other G Series machines, the new 870 features the Powerwise III engine/hydraulic-management system which balances engine performance and hydraulic flow for the application at hand through three selectable work modes. Inside the cab, operators will find a heated air-suspension seat along with a new monitor with turn-and-tap rotary control for quick access to numerous functions.

Designed for light-to-medium dozing Komatsu has released its D39EX/PX-24 dozers, powered by a 3.26-liter Komatsu SAA4D95E-7 engine producing 105 horsepower. New engine features include a water cooled, variable flow turbocharger, which improves engine response, and an auto-idle shutdown. The engine provides 98-percent passive regeneration, which does not interfere with operation. Designed for light-to-medium dozing and fine grading applications, the machine includes a standard automatic reverse grading mode and an improved final drive and cover design. Komatsu says this Triple Labyrinth design increases protection from mud and debris. The new D39s also give operators a choice between a quick-shift, three-speed mode and a variable, 20-speed customizable transmission mode. A rear-view camera system is also standard. EquipmentWorld.com | August 2016 17

marketplace | continued Reduce fuel consumption with loader bucket design Volvo Construction Equipment says its three new buckets designed for its L110 to L350 wheel loaders handle material so much more efficiently they can reduce fuel consumption up to 10 percent. The new buckets allow for larger material capacity and keep a clean and level work area, so operators can move more in less time. All three buckets are matched to specific ground conditions: a Rehandling Bucket, for transporting aggregate in normal conditions; a Rehandling Flat Floor Bucket to maximize traction and penetration on sand and other soft terrain; and a Sand Bucket for soft ground conditions where tire traction is compromised. The new buckets are designed for easier filling while convex side plates keep all the material in place. Minimized pockets prevent different material grades from mixing. A two-piece midsection features a bolt-on cutting edge for easy replacement.

Operate compact excavator using either diesel or electric Caterpillar has introduced a new version of its smallest compact excavator, the 300.9D, that allows the machine to operate on either diesel or electric power. The 300.9D VPS (Versatile Power System) can work using the power of its 13-horsepower Yanmar diesel engine, or on electricity, when connected to its remote hydraulic power unit. Cat says the new machine can be rented by itself for regular applications, or with the power unit when a job requires low noise or zero emissions, such as indoor or confined space applications.

Bi-directional landplane breaks up hard ground Bobcatâ&#x20AC;&#x2122;s landplane attachment is designed for its 2015 model year 3650 utility vehicles. The attachment allows operators to work in both forward and reverse and has numerous uses on the jobsite, including breaking up hard ground, leveling high points, pulverizing soil clods, sifting soil to remove large rocks and aerating soil for seeding. With an optional fold-down scarifier that has a working depth of 2.5 inches, the unit can break up hard soil or vegetation. The landplane is 62 inches wide, 40 inches long and weighs in at 191 pounds. It is quickly attached and detached with the companyâ&#x20AC;&#x2122;s Multi-Attachment X-Change (MAX) system.

18 August 2016 | EquipmentWorld.com

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marketplace | continued

WHATEVER IT TAKES

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McLaughlinâ&#x20AC;&#x2122;s Vermeer Verifier G3 utility locator uses a new combination screen, eliminating the need to toggle between two screens and allowing operators to capitalize on both the accuracy of peak mode and user-friendly null mode. The G3 model has dual functionality, which means contractors can engage the semiautomatic gain in congested, urban jobsites where signal distortion is a common challenge, or revert to the manual gain feature when working in less congested areas. The locator has an automatic depth and current measurement index (CMI), which automatically displays the estimated depth and CMI while walking over a utility line without the operator having to press a button. A new compass icon provides a visual representation of the utilityâ&#x20AC;&#x2122;s position in reference to the receiver.

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Untitled-39 1

EquipmentWorld.com | August 2016 21 6/15/16 9:29 AM

6/15/16 10:16 AM

machine matters | by Richard Ries

CHAIN STALLS? OBSTACLE-STREWN PATH? Today’s smaller trenchers muscle through whatever’s thrown their way

renching is often done in homogeneous soils, but for customers who contend with rocks, roots and other obstructions mixed in with soil, OEMs of ride-on trenchers of up to 75 horsepower are finding ways to improve the performance of their machines in these demanding conditions. Toro’s answer on the RT600 is the HD PowerTrench drive. This system stores power from a flywheel and then transfers that power to a torque-amplifying planetary system. The inertia from the flywheel helps maintain digging power when the chain hits an obstruction. In addition to reducing chain stalling, HD PowerTrench minimizes hydraulic spikes and driveline shocks. The result is more consistent trenching in varied conditions with reduced wear on the machine. Toro also offers a new hydrostatic direct drive trencher, a cost-effective design suitable for less-demanding conditions. Standard on the Vermeer RTX550 and RTX750 is TrenchSense. If the chain gets hung up, TrenchSense reverses the chain and the ground drive and then returns to trenching. It will do this up to five times. If the obstacle is still stalling the chain, TrenchSense neutralizes the chain and the ground drive so the operator can reposition the machine beyond the problem spot. Even typical soils free of major obstacles will vary in density, so the cruise control on the Ditch Witch RT80 senses engine load and adjusts ground speed accordingly. Maneuverability in tight urban work zones is improved with 4-wheel steering, such as on the Ditch Witch RT80. The operator has independent control of the front and rear axles so steering can be front, rear, crab or coordinated.

22 August 2016 | EquipmentWorld.com

Quad tracks, as shown on this Ditch Witch RT80, are among the features that have found their way from bigger machines to smaller models.

Powered by a 65-horsepower Cummins B3.3 engine, the Toro RT600 features 35.6 gpm capacities on both ground drive and attachment pumps.

The 49-horsepower Vermeer RTX450, with its tight turning radius and optional sliding offset trencher, is ideal for tight worksites, such as residential areas.

EquipmentWorld.com | August 2016 23

machine matters | continued

This Ditch Witch RT80 is configured with several of its most popular attachments, including a trencher, vibratory plow, backhoe and backfill blade. Other options include an earth saw, microtrencher and reel carrier.

Size considerations Features once reserved for larger trenchers, such as cabs and quad tracks, are finding their way into smaller machines. Market conditions have created a shift in standard features as well as a shift in where machines of a given size are used, according to Steve Seabolt of Ditch Witch. He says their RT80 used to be at the low end of the contractor market and their RT45 at the high end of the rental market. But both types of customers are buying RT45 trenchers now because their utilization rate is up with the strong demand for utility trenching, especially for fiber installation. The RT45 is something of a “gateway” trencher, though, as many RT45 owners move up to the RT80 to get increased stability, tractive effort and power. 24 August 2016 | EquipmentWorld.com

Four-wheel and crab steering are functional on the Vermeer RTX750 whether it’s fitted with tires or quad tracks. Engine options include a Deutz TD2.9L4 or Cummins B3.3T; both are rated at 74 horsepower.

Jon Kuyers of Vermeer says most customers are happy with the size of machines they currently own. He says the cost of Tier 4 Final compli-

ance in machines above 75 horsepower contributes to customers’ reluctance to go bigger. Besides, he says, there’s a law of diminishing

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machine matters | continued

return up to about 120 horsepower, at which point further boosts in power equate with noticeable boosts in productivity. Advances in electronics and hydraulics mean smaller machines, such as the Vermeer RTX550 and RTX750, offer performance comparable to larger machines from just a few years ago. “The key is balancing the available horsepower between the ground drive and the attachment drive,” he says. On these two models, the operator sets an engine speed zone and the machine adjusts drives as necessary to stay within that zone. Just as there’s little return in going with more power unless you go with a lot more, there’s no real savings in going smaller, either, unless you go a lot smaller, says 26 August 2016 | EquipmentWorld.com

Seabolt. “It’s hard to find smaller engines with the right power density and form factor and the economies of scale tail off as you move down the power range.” For the smallest ride-on and virtually all walk-behind trenchers, smaller, lower-power engines are available and make sense. But a customer considering a 65- to 75-horsepower machine won’t likely save much in owning and operating expenses with a 55-horsepower model. The general trend, according to Josh Beddow of Toro, is to do more with smaller machines. “Contractors are looking for trenchers with smaller footprints, smaller engines, and less weight that will provide equal results on the same job at the same rate as a larger machine.”

Backhoe and backfill blades, as seen on this Toro RT600, are popular options.

Prime mover Beyond electronics and hydraulics, the critical strategy to capturing this big-machine performance from smaller machines is in the design and construction of ground-engaging tools. “While there has been slow-but-steady growth in trenchers,” says Seabolt, “the growth in attachments has been very active. That’s especially true with plows and microtrenchers.” The RT80 is configured with combo attachments or to easily switch attachments. On their RT600, Toro offers a combo mount system that allows both a trencher and a plow to be

PROGRESS IS IN OUR DNA

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Since unveiling the world’s first articulated hauler in 1966 we have continued to lead the way. Over the last 50 years our customer-focused, intelligent hauler technology has revolutionized transport operations in the construction sector. Our latest innovation comes in the shape of the ground-breaking Volvo A60H — the largest true articulated hauler on the market. Learn more at volvoce.com/na. Please visit us at MINExpo in booth 10070.

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machine matters | continued This Vermeer RTX550 is equipped with the company’s RW526 rock wheel, which cuts 6 inches wide to a depth of 22 inches.

mounted to the machine at the same time. The system uses Toro’s new direct-drive trencher and P85 plow. With the combo mount the operator always has the right tool to match installation requirements. Toro also offers an offset slider to allow trenching near walls and other structures. The trencher can be centered on the machine or moved to the right up to 29.75 inches. In its farthest-right position, the trencher is at the centerline of the right rear tire. 28 August 2016 | EquipmentWorld.com

Choosing well We asked our experts for their single best piece of advice in selecting a trencher. “Understand all the options,” says Beddow. “There are trencher attachments for compact and skid steer loaders. There are heavy-duty, dedicated trenchers. Most applications require something between those two extremes.” He cites the Toro RT600 as the just-right machine for a wide range of applications.

Seabolt says the performance fundamentals of machines in a given size category will be comparable, so examine the features that differentiate models. “Operator comfort, controls and ergonomics can be very different from one machine to another, as can service access. And be sure your dealership can provide the product support and quality service you need to remain productive.” Kuyers says the key is to fully

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machine matters | continued The Vermeer RTX550 is available with rubber tires or quad tracks. Engine options are a Deutz TD2.9 rated at 67 horsepower or a Cummins B3.3 rated at 65 horsepower.

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understand the customer’s application. “For a 5-foot trench in open terrain, it all comes down to horsepower to achieve maximum production. Then come other machine factors, such as traction, flotation, turf disturbance, available attachments, and so on.” He says winter operation requires additional horsepower to break frozen ground and tracks to provide flotation and tractive effort during freeze-thaw cycles.

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30 August 2016 | EquipmentWorld.com Untitled-14 1

7/18/16 2:15 PM

The trencher on the Ditch Witch RT80 can be mounted centerline or on a slider.

EquipmentWorld.com | August 2016 31

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maintenance | by Tom Jackson

TJackson@randallreilly.com

ALL ABOUT YOUR NEW DIESEL ENGINE OIL

Soon there will be two types of oil:

Selecting the right one will depend on engine manufacturer and type of application.

s of December 1 this year, most of the major oil companies will be selling a new heavy-duty diesel engine oil formulation for off- and on-road engines. What’s noteworthy about the new oil standard is that for the first time there are two different formulas: one for off-road and some on-road engines and one that will only be recommended for specific on-road engines seeking fuel efficiency

gains. It is what the American Petroleum Institute terms a “split category.” For the last decade, the API designated CJ-4 diesel engine was used in both highway trucks and off-road equipment. Going forward, off-road engines will use API CK-4 oils and the on-highway trucks will use either API CK-4 or API FA-4 oils. In the months past you may have heard these oils referred to as PC-11, which stands for Proposed EquipmentWorld.com | August 2016 33

Approved on-road trucks seeking fuel economy advantage.

API S ER

C I-

For:

SAE 10W-30

-4

4 PLUS API

SAE 10W-30

ICE RV

Previously for all HD diesels on- and off-road

NE W

4, E CK- CJ-4, CI VIC

H-4 4, C

CJ-4

For:

Off-road equipment, vocational trucks (for now), and some on-road trucks.

NE W

OL D

maintenance | continued

Graphic: Equipment World

Category 11. That was a temporary group designation, and as of December the official API licensing nomenclature will be CK-4 and FA-4. We asked three experts in the industry to tell us what this means for you. Here’s what they said:

WHY THE SPLIT? On-road engine manufacturers are looking at tightening fuel economy and greenhouse gas emissions requirements in 2017. To meet these goals, they needed help from a low-viscosity oil. The lower the viscosity, the less energy the engine spends moving the oil around the engine to the pistons and crankshaft, etc. So the oil industry came up with the FA-4 standard to provide this low viscosity – and still be able to protect the engine from wear and maintain or extend drain intervals. Road tests indicate that the FA-4 oils can improve on-highway fuel economy by 2 to 4 percent. The off-road engine manufacturers also wanted a new oil formulation, but for different reasons. Newer off-road engines run hotter, so OEMs asked for an oil that provided better oxidation control, among other things (See “What are the main benefits to using the new oils?” on page 36). But fuel economy is less important to the off-road market and off-road manufacturers were not sure lower viscosities could provide the kind of wear protection they needed in severe service applications, so they got a separate oil category, CK-4, with the same performance improvements, just different viscosity specs.

34 August 2016 | EquipmentWorld.com

WILL I STILL BE ABLE TO BUY THE OLD CJ-4 OILS I’VE BEEN USING? For a while, yes, but don’t expect them to be around much longer than three to six months. Historically, diesel lube oil category transitions happen rapidly since most of the oil companies and most of their customers don’t want to stock two types of oil. WILL THE NEW OILS WORK IN OLD TRUCKS AND EQUIPMENT? The new CK-4 oils for off-road and on-road equipment are backward compatible with almost all other off-road and on-road diesel engines, regardless of age. They can also be used in any current or older on-highway engines. As in the past, fleets should select the recommended viscosity grade for their anticipated ambient temperature and operating conditions. The FA-4 oils were designed specifically for fuel economy in newer on-road engines and will not be available in XW-40-weight viscosity grades. This may limit their backward compatibility for some older trucks. In cases where FA-4 oil is not recommended, on-highway fleets can use the CK-4 formulations. There is no detriment to using CK-4 oils in older truck engines. The only difference is that you don’t get the fuel economy benefit with XW-40 grade CK-4. Ultimately the engine OEMs will determine which of their older on-highway engines are suitable for FA-4 oils.

*According to 2015 OEM Off-Highway Research, Kubota has the largest compact excavator market share in the world. ÂŠ Kubota Tractor Corporation, 2016.

maintenance | continued ers and other vocational trucks engines are built for severe duty applications, much like the engines for dozers, excavators and backhoes, and require higher viscosity. CK-4 will be the oil to use in vocational trucks for the time being, however our experts express optimism that as more OEMs complete their tests, FA-4 oils may get approved for some models of vocational trucks.

WHAT VISCOSITY GRADES WILL BE AVAILABLE? For CK-4 oils, all the viscosity grades available in the old CJ-4 formulations will be available. FA-4 oils will only be available in XW-30-weight oils. WILL THE NEW OILS COME IN SYNTHETIC FORMULATIONS? Yes. As with today’s CJ-4 oils, the new CK-4 and FA-4 oils will be offered in mineral oil, semi-synthetic and fullsynthetic formulas.

OUR EXPERTS

HOW DOES THIS AFFECT OIL SAMPLING AND ANALYSIS? The new oils will have a different chemical signatures and performance attributes than the old CJ-4 formulations. If you are using oil analysis in your preventive maintenance, make sure your oil analysis lab knows about the change to the new oil. ARE THE NEW OILS RECOMMENDED FOR AUTOMOTIVE AND PICKUP TRUCK DIESELS? Diesel engines such as those found in larger pickups (e.g. Ford Power Stroke, Chevy Duramax and Ram’s Cummins turbo diesel) typically conform to the same API CJ-4 standard today and are expected to require CK-4 oils as the new specification takes effect. Smaller diesel engines (less than 4 liter), such as those found in passenger cars, generally come from Europe or Asia and have their own specifications requiring specialty oils.

WHAT ARE THE MAIN BENEFITS TO USING THE NEW OILS?

Dan Arcy, global OEM technical manager for Shell Lubricants and chairman of the American Petroleum Institute committee that developed the PC11 category.

Tony Negri, marketer products director; Phillips 66 Lubricants.

n addition to offering lower viscosity formulas and getting better fuel economy in highway trucks, the new CK-4 and FA-4 oils are more robust and provide better performance in three main areas: 1. Oxidation protection. Heat breaks down engine oil, a process known as oxidation. All the newer engines, on- and off-road, are running hotter than previous generations of engines. The oil companies used the new oil standard as an opportunity to improve oxidation protection. 2. Aeration control. A certain amount of air gets churned up into the oil as an engine is running, especially in off-road equipment. It’s important that those air bubbles disperse as quickly as possible; otherwise you get a loss of lubrication and reduced performance in the engine. To be certified, the CK-4 and FA-4 oils must pass a more stringent aeration control standard than the previous generation of CJ-4 oils.

36 August 2016 | EquipmentWorld.com

Shawn Ewing, technical coordinator, Phillips 66 Lubricants.

3. Shear stability. The high-speed movement of metal parts in an engine can temporarily “shear” or break apart the molecules in an oil, causing a loss in viscosity. The new oils are formulated to better resist this action.

Shawn Whitacre, senior staff engineer at Chevron.

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GPS/GNSS 101 | by Tom Jackson | TJackson@randallreilly.com Part 3 of a 4-part series

HOW TO SET UP AND OPERATE A DOZER USING GPS BLADE CONTROL

ulldozers were the first machines to begin operating using GPS satellite data to guide the operator and position the blade. Today these systems have evolved to become more productive and user friendly, but you don’t just jump on one and go. To get the accuracy these systems are capable of, you need to accurately dial in the site, calibrate your rovers and machines to the site, and occasionally calibrate the machine to itself. It’s a bit like a machin-

ist setting up the tooling on a drill press or lathe to fabricate a perfectly dimensioned machine part, except that the part you’re machining is a plot of ground, often many acres in size, and the tool you’re using is a 70-ton dozer. We asked Tim Houchens, integrated solutions manager for Flint Construction and Forestry Division, a Deere dealer in Atlanta, to show us how to set up and run GPS dozing operations efficiently and accurately, and how to avoid some of the common mistakes contractors

Tim Houchens, integrated solutions manager for Flint Construction and Forestry Division; Atlanta, Georgia.

sometimes make. There are currently three OEMs offering factory-ready GPS dozers (Caterpillar, Deere and Komatsu) and three companies that make aftermarket kits that can be set up on most any dozer (Leica, Topcon and Trimble). There are small differences in every system, and you will need manufacturer-specific training EquipmentWorld.com | August 2016 39

Illustration courtesy Deere.

GPS/GNSS 101 | continued

RTK Rover

on any system you buy. (See more on the training requirements on page 46.) Nevertheless, the basic principles and techniques of GPS dozer operations are fairly common to all brands. For a video of how this works, check out this link to our website: www.equipmentworld. com/bit.ly/deeregps.

Hardware requirements In addition to the GPS-enabled dozer you will need a base station to receive and correct the GPS signals, and a radio transmitter to broadcast these signals to the field. Most of today’s receivers have the radio built in. For more on these, see our GPS 101 article on page 25 of the June issue (this is also available on our website). A rover also receives GPS signals and is mounted on a portable pole that you carry into the field or on an ATV or vehicle. The rover is used as a GPS measurement device 40 August 2016 | EquipmentWorld.com

for topo surveys and stockpiles and it is also used to localize the machine to the site. Rovers typically contain a data collector with a monitor. This data collector contains and manages data files the same as a machine. Step one: Comprehensive survey Before dirt is moved or machines placed on the site, a traditional site survey is performed. This will verify that the real-world topography matches what the plans describe, and it will set up four or five control points from which all the other measurements will be taken. “You can do that with a rover on a pole, or a rover in an ATV or a vehicle,” Houchens says. “That’s a common practice to quickly drive a grid and get an existing topo.” Drones outfitted with survey equipment, however, are starting to fill that role as a quick way of measuring existing topography.

The first step is to do a comprehensive survey of your site using a GPS base station and radio transmitter communicating with a rover in the field.

Step two: Create a 3D model The survey data is entered into the rover’s data collector and taken back to the company’s estimators or engineers. They will compare existing topography with the site plan and turn this data into a digitized site model that can be exported into the machine. Companies that don’t have the engineering resources on staff to do this typically hire the job out. Modeling costs will vary, depending on whether the owner or contractor is paying for some of the initial surveying, Houchens says, but it is usually less than 1 percent of the cost of the bid. If you’re working with a residential site plan, some providers will charge by the number of houses on the site. For

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GPS/GNSS 101 | continued highway plans, the price may be based on the number of lane miles and/or the complexity of the job, Houchens says. If you go this route, be sure to use only licensed and bonded modelers and check with the dealer who is selling you the machine or the aftermarket system. Some of them have started to offer 3D modeling capabilities as part of their services. Once those plans are created, they can be loaded onto the machine with a memory card or USB thumb drive. More sophisticated systems will allow you to download the plans into the machine using its telematics system. Step three: Localization This is simply matching up the plan design with the northing and easting coordinates and latitude/longitude global reference of the GPS grid, Houchens says. “This is done one time per job. You go around to each control point that was established in the comprehensive survey earlier and take an observation with a rover, but you use a rover on a pole, not a machine or ATV, for better accuracy.” You go to the surveyed point, set the tip of the rover on that point and remain there for a minute or two. “It gets a better answer the longer you keep it there,” Houchens says. This aligns the actual location of the control points with the theoretical values of the plan. The localization data is entered into the rover and synchronized with the plans going into the dozer. From that point on, everybody and every rover and machine uses that data for the duration of the job. “If you don’t go through this process, the dozer literally does not know where it is, even though it is receiving corrections from the base station,” Houchens says. “It knows its latitude and longitude, but it has no idea of how to reference the jobsite. You can get errors in your jobsite three months later by having a bad localization. If you have a bad shot and it’s a couple tenths low, your plan on that corner of the jobsite is going to warp a little bit low and be off grade.” Step four: Daily checks With your site and your dozer’s precise location dialed in to the grid, it’s time to move some dirt. But before you do that, it is a good practice to double check that all of your machine measurements are correct. Blade 42 August 2016 | EquipmentWorld.com

The base station is set up on a permanent fixed point, in this case a 4x4 set in concrete in the ground. In his first check of the morning, Houchens turns on the rover to make sure it is communicating with the base station

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GPS/GNSS 101 | continued

edges wear down over time. Dozers experience a lot of vibration and things can get bent or loose. On the newer mast-free designs, you need to compensate for grouser wear over time. And there is also the possibility that somebody may have installed the base station incorrectly that morning. All of these potential errors can be discovered and compensated for in the daily checks. At the beginning of every day, Houchens recommends you start the dozer and then move it forward and reverse for a few yards just to wake up all the sensors. Then you need to physically check the location of the blade. 44 August 2016 | EquipmentWorld.com

The preferred method is to have a flat curb or a concrete block that you rest or bench the edge of the blade on. Let the sensors and the GPS give you a reading and if that reading corresponds with what your rover says – bingo – you’re ready for work. If not, most systems today will allow you to enter a corrected value into the machine’s monitor and proceed with that corrected value. “The rover is just another way to tell you that the machine is getting the right answer or not,” Houchens says. If you don’t have a bench on which to rest the blade, you can put the bottom tip of the rover pole on the bottom edge of the

With the rover and base station synchronized, Houchens checks the position of the dozer blade using the rover. You can also bench the blade on a fixed and surveyed spot such as a curb or concrete block set in the ground. blade and measure it that way (see photo above). One of the benefits touted by manufacturers of GPS equipment and machines is that they reduce manpower requirements, particularly on the survey side. But Houchens cautions that GPS earthmoving is not a one-man job. You need another person on-foot, with the rover to double check results periodically. “That first check on blade is a

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GPS/GNSS 101 | continued starting point, and you have to do Who should get the training? pervisors and operators, or their that,” Houchens says. “But I’m not That varies depending on the GPS lead people. Even estimators fully satisfied until the machine is company. It might be the owner are trained so that they can unpushing dirt and it’s agreeing with operators in smaller companies. derstand how the process affects the rover. Come back behind the Larger companies may send subids and cost calculations. machine and check the material The changing technology of GPS dozing to make sure that the result is correct as well. You’re going to n the past, a GPS receiver on a mast mounted on the blade determined the have to have somebody there. position and orientation of the dozer blade in GPS earthmoving. But in the past He doesn’t have to follow the few years, Cat, Deere and Komatsu have developed factory-installed dozer GPS dozer all day, but he should be systems that have replaced the mast technology. These use one or more inertial checking throughout the day. measurement units, or IMUs, mounted inconspicuously on the body of the dozer or That’s just good technique.” in-cylinder sensors to figure out the orientation of the machine in space, or a combination of both. Step five: Calibrate the machine 4 to itself This illustration shows the For a GPS system to function location of the two IMUs (1 properly, the body of the dozer and 2), the in-cab monitor 5 must be calibrated to be square (3) and the GPS antenna and to the blade and any sensors on receiver (4 and 5) mounted on the blade of body of the mathe cab of Deere’s new 700K chine should be oriented just as SmartGrade Dozer. they came from the factory. This is not a check you need 3 to make frequently or on any kind of schedule, but if you are getting inconsistent results, 2 or your operators report that something isn’t quite right, a calibration is recommended. Since each manufacturer has a slightly different process and different software interfaces, we won’t go into the details here. But it should only take about 15 1 minutes and should be covered in your manufacturers training.

Training requirements There’s no getting around the need for manufacturer- and model-specific training on GPS systems. Houchens says for someone completely new to GPS earthmoving, three to five days training is typical, equally split between the classroom and the field. For somebody who already has a base and rover and is adding a machine, two to three days should suffice. Customers who are already doing GPS bulldozing can typically become trained on a new system in a day. 46 August 2016 | EquipmentWorld.com

Doing away with the mast makes it less likely the hardware can get damaged or stolen and eliminates the chore of installing and removing the masts every day.

Traditional GPS technology with a mast mounted to the blade.

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safety watch | by Tom Jackson | TJackson@randallreilly.com

welder was hired to help build an expansion to a manufacturing facility in Kentucky. His second day on the job, rather than weld, he was asked to cut and build wooden forms for concrete footings. The workday began at 7 a.m. and the temperature peaked at around 90 degrees with a dew point at a muggy 69 degrees. The welder appeared to be dressed for welding rather than the more strenuous work of building concrete forms. He was wearing heavy jeans and a long-sleeve heavy shirt over a T-shirt. He also wore a hardhat and tool pouch and worked with a hammer, circular saw and sledgehammer throughout the day. Water was available to the crew, as was an air-conditioned trailer if they felt overheated. The crew broke for lunch between noon and 12:30. Co-workers noted that the welder drank water but did not eat. At 5 p.m. work ceased. A job foreman offered the welder a ride back to his car and dropped him off at the far end of the site. A half-hour later another employee noticed the welder lying on the ground in the parking lot. He informed his supervisor and called for an ambulance. Emergency crews cut off the welder’s clothes, poured cool water over his torso and applied cold compresses to his face and neck. An ambulance took the welder to the hospital where medical personnel measured his internal temperature at 108 degrees. He died the following day due to heat stroke.

Date of safety talk: Attending:

Illustration by Don Lomax

Heat kills A

The invisible killer Unlike cuts and blunt force injuries, heat stress, including cramps, heat stroke and heat exhaustion can be hard to detect. There are two contributors to heat illness. The air temperature and humidity are important, but the amount of physical exertion – heat the body generates internally from hard work – is also key. Heat stroke is often fatal. Nationwide 30 workers died and 4,120 fell ill from heat related causes in 2012. Symptoms to look for include when the person: • Stops sweating • Becomes dizzy, disoriented or confused • Exhibits rapid pulse rate, nausea or headache • Has internal body temperature of 103 degrees or higher • Hand or limb shaking • Fainting If you suspect a coworker is suffering from heat related problems: • Call the supervisor. • Move the person to a shaded or air conditioned spot. • Stay with the person until help arrives. • Mist the person with water and fan them. • Provide cool drinking water. Leader:

• If the person feels confused, vomits or faints this may indicated heat stroke. Call 911 immediately.

Precautions and recommendations • Start the work day early, at first light if possible and cease work at 2:30 or 3 pm, before the heat peaks. • Schedule tasks requiring heavy exertion for the cool part of the day. • Train all employees to recognize the symptoms of heat illnesses. Establish a buddy system so that every worker checks one other worker regularly during the day for heat illness symptoms. • On hot days, provide workers plenty of breaks, plenty of cool water and hydrating fluids • Ensure that employees are properly clothed with loose-fitting, lightweight cotton shirts, pants or shorts and wide brimmed hats where appropriate. For more information, check out the Kentucky FACE Report #03KY053 at: www.cdc.gov/niosh/ face/stateface/ky/03ky053.html Also, for free training information and a guide to understanding the heat index, visit OSHA’s website: www.osha.gov/SLTC/heatstress

_____________________ EquipmentWorld.com | August 2016 49

alerta de seguridad | por Tom Jackson | TJackson@randallreilly.com

El calor mata

El asesino invisible A diferencia de los cortes y las heridas por impactos violentos, el estrés por calor, incluyendo calambres, golpes de calor y agotamiento por calor, pueden ser difíciles de detectar. Hay dos elementos que contribuyen a los males causados por el calor. La temperatura del aire y la humedad son importantes, pero la cantidad de ejercicio físico – el calor que el cuerpo genera internamente debido al trabajo duro – es también clave. El golpe de calor suele ser fatal. A nivel nacional, 30 trabajadores han muerto y 4,120 han caído enfermos debido a causas relacionadas con el calor. Los síntomas a los que hay que estar atentos incluyen aquellos en que la persona: • Deja de sudar • Se marea o está desorientada o confundida • Muestra un pulso acelerado, nausea o dolor de cabeza • Tiene una temperatura corporal interna de 103 graFecha de la charla de seguridad: Asistentes: 50 August 2016 | EquipmentWorld.com

Illustration by Don Lomax

n soldador fue contratado para ayudar a construir la expansión de una fábrica en Kentucky. En su segundo día de trabajo, en vez de ponerlo a soldar, le pidieron cortar y construir moldes de madera para bases de concreto. El día de trabajo comenzó a las 7 a.m. y la temperatura ascendió alrededor de 90 grados con un punto de condensación de 69 grados cargados de humedad. El soldador llegó vestido para soldar y no para el trabajo más extenuante de construir moldes para concreto. Llevaba unos jeans pesados y una pesada camisa de mangas largas encima de una camiseta. También portaba un casco y un bolso de herramientas y todo el día trabajó con un martillo, una sierra circular y un mazo. La cuadrilla tenía agua a su disposición y también tenía un remolque con aire acondicionado en caso los trabajadores sintieran demasiado calor. La cuadrilla interrumpió el trabajo para almorzar entre el mediodía y las 12:30. Los trabajadores notaron que el soldador bebió agua pero no comió nada. El trabajo terminó a las 5 p.m. Un capataz le ofreció al soldador darle un aventón hasta su carro y lo dejó en un extremo del área de trabajo. Media hora después, otro empleado notó al soldador tirado sobre el suelo del estacionamiento. Se lo informó a su supervisor y llamó a una ambulancia. Las cuadrillas de emergencia cortaron las ropas del soldador, arrojaron agua fría sobre su torso y aplicaron compresas frías en su cara y cuello. Una ambulancia llevó al soldador al hospital donde el personal médico midió su temperatura interna en 108 grados. Falleció al siguiente día debido al golpe de calor.

dos o más • Tiene temblor en las manos o en los miembros • Sufre desmayos Si usted sospecha que un trabajador sufre problemas relacionados con el calor: • Llame al supervisor • Mueva a la persona a un área sombrada o a un punto con aire acondicionado • Permanezca con la persona hasta que lleguen a asistirla • Rocíe agua sobre la persona y abaníquela • Dele de tomar agua • Si la persona se siente confusa, vomita o se desmaya ello puede ser un signo del golpe de calor. Llame de inmediato al 911.

Precauciones y recomendaciones • Empiece temprano su día de trabajo, a la primera luz del día si es posible, y deje de trabajar a las 2:30 o 3 pm, antes de que el calor llegue a su punto más alto. • Programe las tareas que demandan un esfuerzo pesado para la parte fresca del día. • Capacite a todos los empleados para que reconozcan los síntomas de los males ocasionados por el calor. Establezca un sistema de apoyo mutuo en el que los trabajadores se vigilen entre sí regularmente durante el día, atentos a los síntomas de los males ocasionados por el calor. • En los días calurosos permita a los trabajadores tomar numerosos descansos, y abastézcalos de abundante agua fresca y líquidos hidratantes. • Asegúrese de que los empleados están vestidos apropiadamente con camisas y pantalones largos o cortos de algodón que sean sueltos y ligeros, y sombreros de ala ancha si ello resulta apropiado. Para más información, lea el Reporte FACE de Kentucky #03KY053 en: www.cdc.gov/niosh/face/stateface/ky/03ky053.html Para información en español sobre males causados por el calor, visite el sitio web de la OSHA: www.osha.gov/SLTC/heatillness/spanish/index_sp.html

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road science | by Chris Hill

ChrisHill@randallreilly.com

Mastering asphalt plant production Producing your own asphalt mix is more work than just simply combining binder and aggregate. Proper plant operation and key personnel make all the difference in quality pavements.

he materials may be right. The correct asphalt cement (AC) or binder content, the right aggregate size, all matched to the state DOT or local municipality spec for a base, intermediate or surface course. But somewhere in the process something failed and the lift is segregating. All the corrective work and up-the-sleeve tricks a pav52 August 2016 | EquipmentWorld.com

ing contractor can muster will never be able to produce top-notch asphalt pavements if the mix isnâ&#x20AC;&#x2122;t being produced right. And if a contractor is producing the mix from his own plant, he has no one to blame but himself. Greg Renegar, senior vice president of engineering for plant manufacturer Astec says truck loading is one of the most common mistakes heâ&#x20AC;&#x2122;s come across when it

nel who have bought into the process of making asphalt. comes to problem asphalt mixes. “These contractors have employees who take a lot of “The easiest way to screw up perfect mix is by getpride in what they do, in part because they feel that they ting sloppy in how the trucks are loaded from the mix are part of an organization that will take care of them if silos,” he says. “Some mixes, due to the amount of AC they do their job well.” he says. and/or the gradation of the aggregate, are prone to Renegar recently visited what he describes as a “very segregation.” successful” company in California, spending several Renegar explains this segregation, in which the hours talking with the employee responsible for maintelarge aggregate in a mix goes one way, and the finer nance of several large plants. aggregate goes another, results in “He went on and on about nonhomogeneous mix. “On the how great his company was and road there will be localized spots how lucky he was to be able to where the gradation of the mix is work there because they let him such that it cannot withstand the basically try anything he wanted traffic loads or weather condiwith respect to improving the tions,” he says. “These places will plant operation,” Renegar says. become potholes.” The employee was appreciative Smart contractors, Renegar emthat he had the freedom to make phasizes, will focus on truck loadimprovements, and spent much of ing to avoid this. “I have seen truck his energy making the company scales with a large ‘ruler’ mounted more profitable. alongside the truck scale so that – Greg Renegar truck drivers could be trained So how does that affect mix quality? When all aspects of the exactly where to stop the truck,” he says. It’s a far better option than waiting to be caught plant are operating properly, the plant can make a high quality product and do so consistently, Renegar says. If putting down bad mix, he adds. the operator is constantly trying to overcome plant defiThe most successful plant producers are akin to topciencies, the mix properties can be inconsistent. “If the performing sports teams, Renegar says, in that they are mix is inconsistent coming from the plant, the perforsuccessfully year-in and year-out by focusing on the funmance on the road can also be compromised,” he says. damentals. He says one way to do this is having person-

“

The most successful plant producers are akin to top-performing sports teams. ”

A temporary asphalt plant used by Granite Construction for a highway project in North Carolina.

North Carolina DOT

EquipmentWorld.com | August 2016 53

road science | continued

Washington State DOT

Mix must be handled properly when placed in a truck at the plant so that it doesn’t segregate before it’s dumped in the hopper of paver.

Selecting a plant Cliff Mansfield of C.M. Consulting in Odell, Oregon, has been working in the paving industry for more than 40 years and travels the world installing and repairing asphalt plants, as well as training personnel how to use them. For contractors looking to invest in their own plants, he offers a series of considerations including the type of plant, portability and size. The two main types of asphalt plants include batch and drum, and the decision on which to choose depends on a contractor’s needs, he says. For example, batch plants are good for contractors who need to change their mix frequently, or those who need to stop and restart frequently through the day. A drum plant is best for contractors who produce the same mix design continuously and for longer periods of time. Batch plants also are generally 54 August 2016 | EquipmentWorld.com

Asphalt plant troubleshooting

roducing asphalt isn’t as easy or simplistic as merely dumping binder and aggregate together and expecting a dead-on-to-spec mix. It requires careful monitoring by well-trained personnel. Problems with mix at the plant level can include the clearly visible segregation, but also inconsistency in binder content. The “garbage in, garbage out” adage holds true. Astec’s Renegar boils down asphalt plant trouble shooting for contractors into three basic tips. 1. Be your own police. Don’t wait to be caught if you know something isn’t right. 2. Listen to your own folks. They probably know what’s wrong. 3. Don’t wait until you are desperate to call the manufacturer for help.

Quality management of the asphalt plant can prevent a host of problems. A contractor needs to: • Manage their aggregate stockpiles to avoid both material comingling or running out of material • Maintain the conveyors and gates in the silo • Maintain and calibrate the binder pump • Maintain heating systems • Match the speeds of the plant output to the speed of the pavers and rollers at the jobsite.

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road science | continued

New York City DOT

New York City Department of Transportation asphalt plant on Hamilton Avenue in Brooklyn.

more expensive to operate and maintain than their drum counterparts, and have more moving parts to contend with, making drum plants a more simplistic option. Portable plants, Mansfield says, are more expensive than stationary plants, but make more sense if a contractor needs to move locations a few times a year, for example. But even with a stationary plant, which may need to be moved every few years, he recommends contractors choose equipment mounted on skids with wiring setups that can be moved and changed out easily. For selecting plant size, Mansfield recommends contractors size the plant to meet the average need of the busiest month, rather than matching it to meet the need of their biggest production day. That 56 August 2016 | EquipmentWorld.com

The trio of asphalt mixes

ix designs are categorized as base, intermediate (or binder) and surface and vary by state and region in the requirements for aggregate size and binder content. Included below are descriptions of mix design used by the Virginia Department of Transportation (VDOT). A base mix is the first lift and provides the main support of the pavement structure. It uses the largest nominal maximum aggregate size (1 inch) to limit bottom-up fatigue cracking and rutting. More than one base lift, at thickness of 3 inches or more, could be applied depending on the final thickness needed of the pavement. An intermediate mix is also known as a binder course and precedes the final finish or surface course. Like base mix, this mix can be placed in multiple lifts. The course aggregate can measure 3/4 inch and be place 2 inches thick. This mix is designed also is design to prevent rutting, but also to reduce top-down fatigue cracking. A surface mix is used for the â&#x20AC;&#x153;beautyâ&#x20AC;? layer and is designed to provide a smooth and stable riding surface. VDOTâ&#x20AC;&#x2122;s spec offers a range of nominal aggregate size from 3/8 inch to 1/2 inch. This mix is generally placed at a range of 1-inch up 2 inches, depending on the aggregate size. Smaller aggregate in this course is best for low-traffic roadways, such as subdivisions, and the larger aggregate mix in this course are for high-traffic roadways. Surface mixes are only placed in one layer.

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road science | continued way a contractor isn’t overspending and paying for too much equipment than necessary. The leaner the better, he says.

Plants equal growth Steve Cosper, president, Granite Contracting, Cornelius, North Carolina, believes asphalt plant ownership is a key element for growing a paving business. “If you don’t own your own plant, you’re obviously limited to what kind of scope of work you can get,” Cosper says, explaining ownership includes many big picture ramifications. Cost is the main factor, both in the upfront cost of the equipment and the eventual savings for a contractor in producing his own asphalt. There’s also a production oversight element to ownership. Cosper says: “It’s a control factor in being able to decide who’s going to get what mix today, and when, versus always being at the mercy of somebody else producing the mix. It just allows you to have a bigger footprint.” Cosper adds plant ownership can turn a contractor into a supplier for smaller operations. “There are a lot of people out there that do driveways, and small commercial guys that buy FOB (freight on board). We’ve got a lot of good customers that operate that way.” And there’s great responsibility in continual training he says, adding that key operational personnel need to attend manufacturer operator schools that cover the basics of operation as well as mix designs. “And when you have an issue, you can rely on customer service with the manufacturers. They’re very good in that respect,” he says. But Cosper adds a bit of caution to the smaller operations looking to go big overnight with a plant purchase. “Just like in the housing boom, people that couldn’t afford to get a house still could get financing, and 58 August 2016 | EquipmentWorld.com

that’s certainly the same way in this business,” he explains. “You don’t have to be the brightest bulb down the hall to go put together a deal. It can be impactful on the market

,if you get an inexperienced person pulling that lever. Someone who really doesn’t understand the overall cost structure can make a big mess in the market.”

How to lessen “the smell of money”

ith all the internal factors to be considered, paving contractors typically have enough on their plate in deciding to buy their own asphalt plant. But more often they are required to consider the impact on their surrounding area, not just environmentally, but also esthetically. And that primarily takes the form of odor control. As suburban sprawl has reached further from town centers and often into the realm of industrialized areas, the “not in my backyard” (NIMBY) voices have become louder and farther-reaching. For example, in June this year the Juneau Planning Commission approved a temporary asphalt plant that was met with local criticism and protest. One of the city’s assembly members, in discussing the local uproar, expressed the paradox of road repair needs and the NIMBY crowd reaction was quoted in local news outlets as saying “everybody wants potholes filled, but nobody is willing to have an asphalt plant anywhere near them.” Many in the paving industry would call the familiar aroma of asphalt mix as the “smell of money,” but to those in newly minted subdivisions, it’s an inescapable nuisance. This is where odor abatement comes into the picture. Ecosorb, a product of Long Grove, Illinois-based OMI Industries, is being used as a low-volume additive comprised of essential oils in asphalt mixes as a means of reducing odor. As the company positions the product, it’s a means of helping asphalt contractors be good neighbors. “There are two main mechanisms of how it works,” says Laura Haupert, director of research and development. “The first is the essential oils in the

Ecosorb lower the vapor pressure of the asphalt, which reduces emissions coming off the asphalt altogether. The second mechanism includes reactions that take place in between the product and whatever odorous molecules are coming off. They end up producing less toxic, less volatile molecules that you don’t smell.” OMI offers a standard version of their product for asphalt, but the major service the company provides is custom blending. Haupert takes a contractor’s asphalt mix sample and then matches the essential oil composition to the specific compounds in the mix to reduce the odors. “We do a nose panel testing with the sample, but we also have gas detection tubes that look for hydrogen sulfide, mercaptans, general hydrocarbons and styrene,” Haupert says. She uses lab-standard headspace sampling techniques to determine the amounts of those compounds in the vapors of the mix. With these figures she can determine how much of each of the essential oils used in the product to add to the Ecosorb to reduce the odors. “Then I do that testing again and you can actually see a reduction of before and after amounts of those compounds.” The neighbor messaging is indicative of where OMI’s customers are located. “We find that if our customers have neighbors, that’s where we tend to be,” Haupert says. “So if we’re out in the middle of a field and there’s nobody around for miles and miles, nobody’s there to smell it. But we’ve had customers in downtown Los Angeles where they are surrounded by people, so there they have to have odor control.”

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quick data | by Marcia Gruver Doyle

MGruver@randallreilly.com

Compact excavators

Year-over-year change*

Auctions

NEW:

Compact excavator auction prices, 2011-2016 YTD $30,000

UP 21%

High: Sept. 2014

$29,000 $28,000

Low: Dec. 2012

$27,000

$26,000 $25,000

21,677

27,561

*Comparison of number of compact excavators financed Jun. 1, 2015 to May 31, 2016, and Jun. 1, 2014 to May 31, 2015. Source: EDA, edadata.com

$23,000 $22,000 $21,000

$20,000 $19,000

Average:

24,328

$16,000 $15,000 $14,000

Top three states for compact excavator buyers*

Current: Apr. 2016

Current average auction prices for the top 10 models of compact excavators are now $462 below the five-year average of $24,328. For the past five years, monthly average prices have stayed within a narrow $6,000 band.

$17,000

23,866

2011

2012

2013

2014

2015

Jun.

Apr.

Jan.

Oct.

Jul.

Apr.

Jan.

Sept.

Jul.

Apr.

Jan.

Oct.

Jul.

Apr.

Jan.

Dec.

Jul.

Apr.

Jan.

Oct.

Jul.

Apr.

Jan.

$13,000

PRICE

USED:

UP 13%

$24,000

$18,000

A snapshot of new and used sales trends from Randall-Reilly’s Equipment Data Associates and TopBid auction price service.

2016

Texas: 1,578 buyers

New York: 1,124 buyers

California: 1,104 buyers

Trend prices for the top 10 models of compact excavators sold at auction, not seasonally adjusted. Source: topbid.com (TopBid does not separate out the two types of machines.)

95,000

Top financed new compact excavator*

Top auction price, paid for 2015 Cat 308E2CR with 22 hours at a Ritchie Bros. sale on Oct. 27, 2015 in North East, Maryland.

84,000

OTHER TOP BID: $

2015 Case CX80C, 5 hours, Ritchie Bros., Feb. 18.

0 0 0 , $95

AVERAGE

00 $7 , 0

HIGH

July 1, 2015 – Jun. 30, 2016; prices of compact excavators 5 years old and newer, U.S. sales only. Only includes bids $5,000 and above. Source: TobBid, topbid.com

LOW

Final bids unit count: 646

3 9 3 , $33 New

Compact excavator new/used sales trends, 2006-2015*

Kubota KX040-4, 1,165 units Used

12,000 11,000

New high: 2015, 10,292 units

10,000 8,000

Used low: 2009, 3,707 units

6,000

Kubota KX121-3, 268 units

5,000 4,000 3,000 2,000 1,000

UNITS

Used high: 2007, 5,047 units 2006

2007

2008

New low: 2010, 1,573 units 2009

2010

2011

Deere 35G, 1,115 units

Top financed used compact excavator*

9,000 7,000

Other top selling new machine:

2012

2013

2014

2015

*In terms of number of financed units sold Jun. 1, 2015 – May 31, 2016. Both new and used equipment are used in state information. Source: EDA, edadata.com (Note: EDA reports are continually updated.)

*Financed equipment, 2006-2015, number of units sold. Source: EDA, edadata.com

EquipmentWorld.com | August 2016 61

CONGRATULATIONS

to the 2016 Contractor of the Year winner and finalists IN

Gregory & Dawn Tatro G. W. Tatro Jeffersonville, Vermont

Garry Boyce

David and Eric Covington

Terry Michael Brock

Boyce Excavating Slate Hill, New York

DECCO Contractors-Paving Rogers, Arkansas

Brockâ&#x20AC;&#x2122;s Grading and Land Clearing Hartsville, South Carolina

Tina Dieudonne

Joseph Porchetta

Dieudonne Enterprises Harahan, Louisiana

GMP Contracting South Plainfield, New Jersey

Jeff Hansen

Jack Bailey

Hansen Bros. Enterprises Grass Valley, California

JBR Incorporated Fredericksburg, Virginia

Michael Brown B & P Excavating Sedalia, Missouri

Roger, Roger Jr., Kevin and Damon Brown R. Brown Construction Willow Creek, California

Sponsored by:

Alfred Gorick Gorick Construction Binghampton, New York

James MacKay MacKay Construction Services Wilmington, Massachusetts

contractor of the year | by Wayne Grayson | WayneGrayson@randallreilly.com Porchetta, who started GMP in 2011, says diversification lies at the core of his business strategy and urges more contractors to invest in younger and inexperienced workers.

Joe Porchetta, GMP Contracting City, State: South Plainfield, New Jersey Year Started: 2010 Number of 35 employees: Annual revenue: $18 million (current) Markets served: Site prep, underground utility and concrete installation, environmental

Building something from nothing is in Joe Porchetta’s blood.

he son of an Italian immigrant who watched his father and grandfather build a life in a new country by starting a curb and sidewalk company, Porchetta got his first experience in construction at around 9 or 10 years old. Though his father passed away when he was young, working for his uncle kept Porchetta connected to the business. Starting in high school as a laborer, he would continue working for his uncle during any free time he had while attending college, running equipment and even managing projects. But the summer before his final year of college, Porchetta had an experience that prompted him – understandably – to get out of the business: he was buried up to his neck in a trench collapse. So he earned an accounting degree from Del Ray Valley College in Pennsylvania and

then commuted to New York City, where he worked as a trader on the stock market. But after three years of working on Wall Street, Porchetta grew restless. “I love building things. I love working with my guys,” he says. So, he returned to New Jersey to work for his brother. And after 14 years handling estimating, project management and the business development end of that company, Porchetta decided he was ready to start his own business. In 2010, he established GMP Contracting. Since then, the company has grown to 35 employees and in 2015, made an estimated $18 million in revenue performing site prep, underground utility and concrete installation.

Setting out Though he had more than a decade of experience running the business end of a company that generated $60

million each year, Porchetta says he was nervous setting out on his own. He’s the type of a person who loves planning ahead. By noon each day, he and his staff have the entirety of the next day planned. And it’s hard to be that organized when you’re just getting things going. But he says the experience taught him the importance of not just having a plan, but having a flexible plan. “It was grim at first,” Porchetta says. “On the first job I actually had to take the last $10,000 to my name and use it as a deposit on a Cat 345 so I could dig a large commercial foundation. But it worked out, it generated about $25,000 and allowed me to prove myself with Foley Cat and they began to start letting me rent equipment without the deposit.” Porchetta kept at it, leaning on relationships forged during his time at his brother’s company and working through the winter of 2010-2011 EquipmentWorld.com | August 2016 63

contractor of the year | continued Porchetta talks with site supervisor Bucky Moore on a jobsite in South Brunswick, New Jersey.

to pay his laborers and his bills. “I happened to be dealing with people who knew me and knew I could do the job,” Porchetta says. “But when I was first getting on my feet, I had a lot of other friends that are contractors that helped me, even lending me pieces of their equipment. I did a lot of snow removal with a rental rubber tire backhoe and kept myself going while I negotiated some other projects that came together in February. One of those was an $800,000 project that really got things rolling.” Three more large jobs would follow in the coming months and by the end of 2011, GMP was bringing in enough money to start building a fleet of purchased equipment. Porchetta says rental has always been a large part of his fleet strategy. “My biggest thing is making sure everybody is paid before I take anything for myself. When you’re renting you’re not making as much, but your exit strategy is there because if something happens you can send it back,” he explains. “You’re not stuck with it and hurting your credit even more. It helped me establish my business with Cat Finance and Wells 64 August 2016 | EquipmentWorld.com

Fargo. Now they’re looking for me to rent and to give me money because I’ve established my payment history.” Another key to Porchetta’s business strategy since those early days has been diversification. “To stay with the times you have to diversify and in fact my goal this year was to get more into the public sector jobs,” he says. Porchetta is growing it more due to a lack of profitability on those jobs. “I’m just trying to keep the public sector open because if it gets bad, there’s always work in the public sector that will help you survive,” he says, explaining that while he isn’t interested in taking on a higher number of jobs, he wants the company to stay nimble, capable of doing jobs of all sizes and levels of complexity. “I try to go after some of the harder jobs on the commercial end because it eliminates some of the competition. I’ll do jobs that are $100,000 and everything up to $35 million. To this day I’ll still go do a $10,000 job,” he says. “I don’t try to put all my eggs in one basket. I want customers in every [market] so if one of my guys is not working at least

someone else is working. “This is a lesson learned in the past,” he continues. “If you make the ship in one sector, you can’t turn it fast enough when things get tough.” Porchetta says he wants to grow the company at a reasonable rate, slower, in fact, than it has grown in the past five years. “I can’t double the size of the company again,” he says. “It will kill the company because we don’t have enough resources for that. I want to make a solid foundation and then be able to do other endeavors.” The latest example of Porchetta’s diversification strategy is his new environmental division with and an eye on getting into real estate.

Communication If diversification and adaptability are at the foundation of Porchetta’s business strategy, constant communication is how he carries those facets out on a day-to-day basis. In addition to the day-in-advance planning sessions, Porchetta makes himself available to clients, vendors and employees 24 hours a day. “My phone never gets shut off. I

tell my customers if something happens, call me any time,” he says. “My wife doesn’t like it very much, but if you’re not communicating with the people you’re having problems with, you don’t solve the problems. There are always problems, but there’s always a solution.” Client John Porcek of Bridge Development Partners calls Porchetta “exceptional. He’s a very conscientious person and always looks to make sure the project is being done in an efficient [manner]. He’s always good in offering suggestions in how things can be done, or cost savings… and in his billing and invoicing he’s always been fair.” Client Ron Witt Jr. of Sweetwater Construction adds Joe is “conscientious on my sites. There’s always a willingness to work together. [He’s] not just looking out for himself.” Porchetta says it’s vital to keep these lines of communication open in order to build what may be the most important part of his company: relationships. “My philosophy is I’m not here to do one job and be done. I’m here to establish long-term relationships with good people, good customers,” he says. “I’ve set my company up so that I don’t have to take a job just to take a job.” But Porchetta doesn’t limit communication to those around him. He reaches beyond his circle in order to learn from his competitors. “I watch other people. I ask other people for advice,” Joe says. “Good guys in my business that are the same as me, they’re not afraid to share what they know. Those are the guys I want to compete against because they’re at my same level.”

Managing people and machines As far as the advice Porchetta offers to others, much of it centers around managing people and machines. On the machine side, Porchetta highly recommends other companies integrate rental into their fleet strategy. He currently owns 90 percent of

his fleet while renting the remaining 10, though he says this split fluctuates throughout the year. “We’re thinking about going into paving and we’re renting all the equipment for one season just to see if we can make it,” he says. “If it doesn’t work out? It all goes back. And it’s still a win if you go forward since the money goes toward the equity of the machine.” Porchetta, who says, “I’m only as good as my men,” makes it a point to acknowledge good work, from something simple as telling his guys they did a good job that day or giving a yearly bonus after particularly good years. Like thousands of contractors across the country, Porchetta has had some difficulty finding skilled laborers. Unlike many of those contractors, he doesn’t mind investing in younger and inexperienced workers. “I feel I should have done the work I did this year with another 10 men,” he says with a sigh. “But I’ll take somebody that wants to work and is not that qualified over somebody that has the ability but has a chip on their shoulder. They bring

down the morale of everybody in the company. “I see the chip on the shoulders on the older guys. The new generation coming in they don’t feel like they’re entitled like some of the other generations.” Porchetta will spend as much as half of a work day in a trench teaching new employees how to install pipe. He says the key to rebuilding the industry’s workforce lies in more contractors being willing to spend time with younger workers and guide them along the way. “I hired a 20-year-old kid last winter. He was going to an equipment training ground and I told him to forget everything he learned there because I would teach him how to run equipment the right way,” he says. “He learned and he’s getting better. He’s been with me a year now. He’s one of those guys he’s working in my shop washing trucks because he wants to work. He chooses to do that because he doesn’t want to get laid off. “You’ve got to be committed. Especially in this business. You lead by example.”

Head mechanic Jason Peters performs a weld inside GMP’s equipment shop. EquipmentWorld.com | August 2016 65

highway contractor | by Chris Hill

ChrisHill@randallreilly.com

DIAMOND GRINDING AND GROOVING This work gets a boost from changing ride specs and increased pavement preservation needs.

Husqvarna Construction Products Americas

avement preservation techniques, such the grinding of newly paved concrete paveas diamond grooving and grinding, have ments – to meet ride specifications. taken on larger roadbuilding roles, in Travis Brandt, vice president of Pinnacle part because state and local governGrinding & Grooving in Reno, Nevada, says ments needed to make the most of their preservation work is strong and in a “steady to existing roadways. increasing” pattern, and he is seeing increased But even with a five-year federal highway bill contracts for corrective work. now in place, the need for this type of work Brandt attributes this growth to changes in is still strong, says Scott ride quality/smoothElkin, owner of Quality ness specifications, from Saw & Seal. His company the Profilograph Index provides concrete diamond (PrI) to the International grinding and grooving serRoughness Index (IRI). vices from its headquarters “The specifications are in Bridgeview, Illinois. tightening in moving from “I believe the pavement the old California-style preservation techniques PrI to the laser-mounted we provide with grinding IRI, which is much more and grooving will become stringent,” he says. “So increasingly used in the that is having a huge A close up of blades in Husqvarna’s Optimal Texture future,” he says. impact in regards to the for City Streets (OTCS) concrete grinding system. “Business has steadily DOTs, which seem to be The OTCS system is designed for lower-speed apincreased every year for heading toward tighter the past six to eight years,” plications for traffic traveling up to 45 mph. specifications.” All of this he says. And the market has increased his compain his home turf of Illinois ny’s corrective work. For is good, primarily because the Illinois Tollway example, his hometown of Reno just enforced System is being rebuilt in concrete. a new smoothness spec, “so I’m immediately starting to see more work as a result,“ he says. Corrective work And the DOT officials he works with praise In addition to new highway work, for grinders the value that grinding and grooving adds parand groovers, there’s also corrective work – in ticularly to large projects, according to Brandt. 66 August 2016 | EquipmentWorld.com

Husqvarna Construction Products Americas

Grooving or grinding?

iamond grooving and diamond grinding are usually mentioned together, but although the same machine is used, they have two separate pur-

poses. In grinding, the diamond blades cutting the concrete are spaced closely together to cut off a fraction of an inch off the surface to produce a level, smooth and quiet roadway that also provides friction and texture. Travis Brandt, with Pinnacle Grinding & Grooving, likens the texture to corduroy. Grinding is used in both preservation work – smoothing out older roads and differentials between joints – and on new pavements to level out imperfections. Grooving involves blades space further apart. In some cases, there is six times the amount of space between the blades in grooving as there are in grinding. Its primary function is to give water a way to channel off the roadway to help prevent hydroplaning.

The primary difference between the two from a design standpoint is the spacing of the blades, and the resulting amount of time to complete the work. Grinding takes significantly longer because there is more concrete being cut. Grinding work presents the bigger challenge over grooving, say the contractors we talked with. “Grinding work in the field is much more difficult,” says Scott Elkins with Quality Saw & Seal. “Crews out grinding and grooving face changing conditions in not only physical conditions, but in switching between the two types of work and varied road surfaces. Many times they are working on older roadways that are in poor condition, and when they’re finished the public thinks the refreshed surface should ride like a new roadway.” “With grinding, you’ve got to meet a spec and you’ve got a stack full of heads (blades), so you’ve got more friction against it,” Brandt says. “The production is much slower.”

EquipmentWorld.com | August 2016 67

Concrete grinding on precast pavement panels for a FHWA Highways for LIFE demonstration project with the Utah Department of Transportation on I-215. For example, on a recent $150 million U.S. 101 job north of San Francisco, the grinding and grooving portion only came to $500,000. “A $150 million job and it just costs you $500,000,?” Brandt says. “That’s pretty minimal. So I think DOT officials are seeing that benefit.” Brandt uses an “older model” Diamond Products machine for his grinding work. “We don’t really have a lot of the newer equipment, even though we feel the accuracy has improved with them, and there’s only one company that really makes grinders, Diamond Products. For corrective work, which is a lot of the work we do, they have a nice machine.” 68 August 2016 | EquipmentWorld.com

Diamond Products lineup ranges from the smaller end with its PC1500 application pavement groover and grinder, using 12inch blades, to the highway-class PC6000EC grinder that uses up to 18-inch blades.

Industry advocacy “We are making great strides in educating the specifiers as to our services,” Elkin says. “I see that continuing well into the future as long as no one in our business becomes complacent.” Both Elkin and Brandt are members of the International Grooving & Grinding Association (IGGA), which works to promote diamond grinding and grooving as well provide technical resources for contractors.

“IGGA helps the owners, agencies and designers to have a better understanding of what our industry can do for them,” Elkin says. “Once we get to the designers or the state DOTs to understand the benefits, we’ve never gone backwards, it’s always trended in the right direction,” Brandt adds. “It’s just a matter of being able to overcome the political aspect. There have been multiple studies overseen by IGGA through the University of Texas and University of Illinois, where they’ve specified smoothness in preservation specifically. So it’s wellresearched.” Brandt also touts the positive impact grinding has on the driving experience for motorists.

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highway contractor | continued

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highway contractor | continued “Not only is grinding good for pavement preservation, it’s also good for consumers in regard to fuel efficiency, because you’re not having that up and down riding motion.” He says. “You get the quality of the rideability. The texture of the grinding marks gives you a better coefficient of friction, so you get better traction. It’s better for safety and provides a quieter ride.”

Brandt uses a reclamation plant at his yard in Sacramento, California, to handle his slurry. “It’s basically a couple of centrifuges. You dump it in and it separates heavies from the water, and then the water is reclaimed and reused.” The firm also has a gravity-fed system that Brandt designed, one that’s he currently looking to create on a larger scale.

Environmental challenge Brandt says a growing challenge for his work in California is the handling of slurry, a byproduct of grinding from the water that’s used to keep the blades cool. “To meet environmental requirements, contractors need to find correct ways to dispose of slurry. Slurry has high pH in it, and a lot of the states are making you dispose of it at a facility,” Brandt explains.

Worker challenges It’s difficult for grinding and grooving contractors to find good personnel because the work is so specialized. “Excavator operators are more prevalent than those who can operate our machines,” Brandt says. He uses gradual cross training to get new crew members up to speed. “We usually hire an operator to run the tanker that ac-

companies the grinder. That way it gives him some exposure to it. Then we can work him in and get a couple of hours here and there where the operator can actually watch the grinder, and then maybe switch him and pull up the tanker to switch out the guys.” And since the workload is good at the current time, “once we train them to become operators we don’t really need to incentivize them because they’re getting an excessive amount of overtime,” Brandt says. Elkin says there are plenty of opportunities for jobs in the grinding and grooving segment, but the work is challenging. “As our existing current older generation is in the midst of starting to retire it has become a huge task to find new young employees to want to work like this for a living,” he says.

To order, call (800) 430-4540 or visit www.equipmentworld.com/roady-order-form Email: roady@equipmentworld.com

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heavy trucks | by Jason Cannon | JasonCannon@randallreilly.com

Work trucks are smarter, more comfortable than ever thanks to AMTs, plush cabs

enerations ago, vocational trucks were about as basic as you could get; a steering wheel and three pedals. Trucks that were meant to be battered on the jobsite got very few options not designed for moving payload, but the quest for driver retention and the trickle down of available technologies has begun to change how vocational trucks are spec’d for the job. Technology has made it possible for smaller engines to do the work of what used to be the domain of 15-liter engines, says Curtis Dorwart, Mack Trucks’ vocational products marketing manager. “A 13-liter engine, with the proper power band, can rival a 15-liter

engine in many vocational truck applications,” adds Kevin Baney, Kenworth chief engineer. Habits have shifted away from spec’ing the biggest and most powerful engine, with a preference now to find the right engine for the job. “Customers realize the benefits and lower costs of spec’ing an engine that has the right horsepower and torque to get the job done, particularly if they’re in weightsensitive applications,” says Charles Cook, Peterbilt’s marketing manager for vocational products. Weight savings aside, drivers are also looking for trucks to operate more quietly, allowing them to run for more extended periods. “That’s why more vocational

customers are looking for smaller, lighter engines that run quieter and offer enhanced fuel economy,” Cook says.

AMT and vehicle automation The quest for weight and cost reduction has lead users to automated manual transmissions (AMTs), such as Mack’s mDrive HD. “For many applications they make perfect sense,” Dorwart says, “and open up the driver pool for those with less experience.” A decrease in demand for manual shifting prompted Ford to drop manual availability altogether across its truck lineup, according to Mike Levine, Ford’s truck communications manager. “At the same time, EquipmentWorld.com | August 2016 73

heavy trucks | continued we’ve improved the robustness and fuel efficiency of our automatic transmissions,” he says. Year-to-date, approximately half of Peterbilt’s Class 8 conventional trucks – both vocational and onhighway – have been spec’d with an automated or automatic transmission. But the transmission isn’t the only component getting a heavy dose of automation. The overall automation of the powertrain itself has emerged as a trend, an advancement that is more about driver comfort, retention and recruitment, says David Hillman, vice president and general manger for Navistar’s vocational lineup. There’s more optimization between the engine and transmission, as well as more electrical integration of complex body and truck electronics using features such as Freightliner’s SmartPlex multiplex electrical system, says Mary Aufdemberg, director of product marketing for Freightliner Trucks.

Creature comforts critical to driver retention “We have heard from our customers that drivers are increasingly important in the decision about brand and specs of the truck, and that trend seems to be increasing,” says Ann Demitruk, vice president of marketing for Western Star. “Vocational fleets are doing a lot to make the profession and driving a truck more appealing,” Aufdemberg says, “and are looking for specs that will make drivers enthusiastic about their jobs and productive.” Many of the changes flowing through the work truck market are being influenced by light pickups. “It wasn’t that long ago that your pickup was just sort of a basic work tool,” Hillman says. As pickups have seen more creature comforts, Class 8 driver comfort expectations have also increased. 74 August 2016 | EquipmentWorld.com

Selecting gears with Mack mDrive.

Indispensable telematics Beyond the powertrain, trucks have developed the capability to make some of the more commonplace decisions for the driver. For example, Navistar’s Diamond Logic electrical system can be programed to turn on the headlamps automatically when the windshield wipers are activated. “Customers will rely more on telematics for route planning, to diagnose problems and to make service decisions,” Aufdemberg adds. Baney says drivers are increasingly looking for instantaneous feedback about the truck’s operation. “In the work zone, the driver needs to concentrate on the status of the payload, PTO, dump bed, and what’s happening around the truck,” he says. “The idea is to [provide] the driver the right information at the right time for enhanced productivity.” Telematics are making a significant impact on fleet uptime and maintenance management, Cook says, “and its importance will continue to increase as the technology evolves with more functionality and further integration of more truck systems.” Technology has also made the spec’ing and body building process more efficient. A generation ago the spec’ing process involved paper schematics and body-

Truck telematics are making commonplace decisions for the driver.

builder manuals couriered back and forth. Today, application engineers at the truck OEM work closely with the body builder to ensure that the chassis and body come together as expected, Baney says. Today’s vocational customer is also increasingly concerned with how a truck will help their bottom line, versus simply having the biggest truck on the jobsite, Aufdemberg says. And contractors are starting to recognize the investment in safety technology. “It’s got a lot of value for their bottom line,” Hillman says. “[Customers] really have a handle on their revenues and their costs, and there is an appetite for approaches that enable them to be better.”

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