Ew0116combined by Tony Brock

equipmentworld.com | January 2016

FIVE KEY TRAITS

OF TODAY’S COMPACT EXCAVATORS

INNOVATIONS: The year of the drones

39 TELEMATICS 101:

Start with basics, learn from the best

THE NEW INTERNATIONAL® HX™ SERIES IS COMING. See the entirely new line of heavy-duty vocational trucks at the 2016 World of Concrete. InternationalTrucks.com/HXSeries

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DoosanEquipment.com/RunStrong1 1.877.745.7814 Doosan and the Doosan logo are registered trademarks of Doosan Corp. in the United States and various other countries around the world. ÂŠ2016 Doosan Infracore Construction Equipment America. All rights reserved. | 165

Vol. 28 Number 1 |

Cover Story

table of contents | January 2016

MACHINE MATTERS:

COMPACT EXCAVATORS No longer merely shrunken versions of full-size machines, compact excavators maximize on traits in five key areas.

Equipment 15

Marketplace

Innovations

Road Science

Winning the bonus: Cold milling A milled surface with the right pattern, grade, and slope is key to super smooth asphalt overlays that win smoothness, density, and performance bonuses.

Doosan’s DL200-5 wheel loader, Allmand’s NL5000 light tower, Case Construction Equipment’s CS130D excavator and more...

Year of the Drone Drone, Volvo’s Density Direct Direct, Vermeer’s InSite Productivity Tools In addition to two standout products, our Innovations Awards this year also recognize a general development that impacts the construction industry as a whole.

Product report

Kawasaki-KCM Xtreme upgrades KCMA has beefed up the design of its two flagship wheel loader models, and announced several product additions and upgrades.

Product report

Liebherr XPower loaders Liebherr now offers standard powersplit transmissions throughout its new XPower large loader line up. EquipmentWorld.com | January 2016 5

table of contents | continued

Features 39 Telematics 101

The first part of a beginner’s guide to telematics, which explains what it is, how you install third-party telematics boxes, and the type of information you can gain from these boxes.

44 Highway Contractor

The market expands for concrete overlays, as they achieve price parity and growing use.

59 Contractor of the Year Finalist Allen and Tyson Feller Feller Enterprises St. George, Utah

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 Managing and Data Editor: Lucas Stewart Online Managing Editor: Bobby Atkinson Executive Trucks Editor: Jack Roberts Contributing Writer: Richard Ries editorial@equipmentworld.com Art Director: Tony Brock Advertising Production Manager: Linda Hapner production@equipmentworld.com VP of Sales, Construction Media: Joe Donald sales@randallreillyconstruction.com

3200 Rice Mine Rd NE Tuscaloosa, AL 35406 800-633-5953 randallreilly.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 Vice President of Events: Stacy McCants Vice President, Audience Development: Prescott Shibles Vice President, Digital Services: Nick Reid Vice President, Marketing: Julie Arsenault For change of address and other subscription inquiries, please contact: equipmentworld@halldata.com

65 Safety Watch

How one trenching job went tragically wrong.

Departments Record 9 On When it’s an OSHA violation…and when it isn’t.

11 Reporter First long-highway bill in a decade passed by Congress; Ed Malzahn, founder of the iconic Ditch Witch brand, passes.

67 Pro Pickup

SEMA Bling: Pickup truck showstoppers at the over-the-top car show.

74 Final Word Tell your story.

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 January 2016 | EquipmentWorld.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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SUDDENLY, OTHER FUEL GUARANTEES FEEL A BIT LIKE THIS.

Introducing the John Deere WorkSight™ Fuel Advantage. Like other manufacturers, we pay you back if your machine doesn’t meet a fuel consumption target. But this is where other fuel programs hit empty.

• Our fuel consumption targets are 10% lower than Cat®’s.* • We give you quarterly reports with suggestions for improvement. • Receive a $100 fuel card for use at participating fuel retailers when you discuss your frst quarterly report with your Construction & Forestry dealer. Talk about getting more from a fuel guarantee. For details, see your John Deere dealer or visit our web site. * Compared to the Cat® Fuel Guarantee Program fuel consumption guarantee levels as of November 2, 2015. Cat® is a registered trademark of Caterpillar. The John Deere WorkSight Fuel Advantage program is available now through April 30, 2016.

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on record | by Marcia Gruver Doyle

MGruver@randallreilly.com

When it’s a OSHA violation... and when it’s not

The Tuscaloosa News

ake a look at the photo and see if you can name the OSHA trench safety violations. There’s a man in the trench – look closely, because you can barely see him. Then, there are the eight men surrounding the newly excavated hole, putting pressure on the excavation face. There’s no sloping, shielding or shoring – nothing to hold the soil back if it ever started to move. There’s also no OSHA violation. Because these workers are employed by a city, not a private contractor, they don’t come under OSHA, an exemption dating back to the original 1970 Occupational Safety and Health Act. Instead, the safety of governmental workers is covered by a hodge-podge of state laws. According to safety consulting firm J. J. Keller, 21 states, plus Puerto Rico, have adopted state plans that mirror OSHA regs for both public and private entities. These programs, which have received the blessing of OSHA, are state-run, but jointly funded by the federal and state government. Another five states, plus the Virgin Islands, have state plans that cover just the public sector. It gets more complicated. While they do not run state plans, six states (Montana, Ohio, Oklahoma, Rhode Island, West Virginia and Wisconsin) have what safety consultant BLR calls “comprehensive protections” for public sector workers that are at least as strict as OSHA regs. The level of adherence to OSHA regs for public workers then starts to dwindle, with six states – Arkansas, Idaho, Kansas, Massachusetts, New Hampshire and Pennsylvania – adopting most, but not all, of the OSHA rules. Georgia and Texas have adopted only the federal agency’s hazmat communication rules. The remaining 10 states – Alabama, Colorado, Delaware, Florida, Loui-

siana, Mississippi, Missouri, Nebraska, and North and South Dakota – do not regulate workplace safety for the public sector, says BLR. Public employers in most of these states require workers’ compensation coverage, which often has its own safety requirements. Back to the picture. Since it was taken in Alabama, one of the states with no OSHA-related public worker safety laws, only the laws of common sense were violated. My hope is that this crew’s supervisor took one look at this picture in the local newspaper and immediately initiated trench safety training. While I hear plenty of gripes from contractors on how OSHA interprets its regs, I don’t hear much carping about the regs themselves, especially those pertaining to trench safety. Do a quick internet search on trench accidents, and you’ll see the reason why: there’s been a litany of deadly events in the past two years alone. This month’s SafetyWatch (page 65) highlights yet another trench job that did not end well. Regulations, of course, are only one part of the safety picture; they do not address the awareness needed when situations are dangerous, or the assertiveness required to call out a bad plan of action. Meanwhile, the physics of a cave-in remain constant – a cubic foot of soil weighs an average of 100 pounds – no matter who employs the person in the trench. EquipmentWorld.com | January 2016 9

reporter | by Equipment World staff

5-year FAST bill signed, first long-term transportation funding solution in a decade

he Fixing America’s Surface Transportation (FAST) Act, signed by President Obama in December, provides $305 billion for highway and transit funding through 2020 and is the first long-term transportation legislation passed in 10 years. “After 36 extensions, hundreds of Congressional meetings, two bus tours, visits to 43 states, and so much uncertainty, it has been a long and bumpy ride to a long-term transportation bill,” says Anthony Foxx, transportation secretary. The conference legislation was approved by the House 359 to 65, followed quickly by the Senate, which passed it on an 83 to 16 vote in a rare same-day initiative only one day prior to the expiration of the latest extension. While the bill set the highway funding course for the next five years, it did so without changing the 18.4-cents-per-gallon gas tax, which has been static since 1993. About $70 billion of the $305 billion will come from an oddball mix of federal budget offsets, including passport revocations for “seriously delinquent” taxpayers and IRS hiring of private tax collectors. The Highway Trust Fund will get the bulk of the funding at $225.2 billion, followed by public transportation at $60 billion, passenger rail at $10 billion and highway safety programs at $5 billion. Other highway programs will receive the remaining $4.8 billion. In its review of the FAST Act, the Congressional Budget Office (CBO) estimated Highway Trust Fund (HTF) spending would reach $280 billion for the fiveyear span. By the end of 2020, CBO estimates the HTF highway account will have a balance of $8 billion and the transit account will be left with $2 billion. The U.S. Department of Transportation (USDOT) considers a running balance of $4 billion to be its “prudent operating

FAST Act Proposed Obligations for Federal Aid Highway Program

While the FAST Act provides a stable source of funding for the next five years, the American Road & Transportation Builders Association projects funding for the Federal Aid Highway will exceed projected inflation levels through fiscal year 2020, thus limiting the purchasing power of federal funds for highway projects.

balance.” By comparison, fiscal year 2015 had a balance of $9 billion. The legislation also creates a National Surface Transportation and Innovative Finance Bureau aimed at helping project delivery to the state and local government level by providing what the USDOT calls a “one-stop (continued on page 13)

Malzahn, founder of Ditch Witch brand, dies at 94

Ed Malzahn, founder of the Charles Machine Works and its iconic Ditch Witch brand, died in December at the age of 94. In the late 1940s, Malzahn began investigating a better way to install residential utility services, which then involved slow pick-andshovel labor. Both he and his father Charles spent months working in the family’s Perry, Oklahoma, machine shop to create the DWP, or Ditch Witch Power, prototype. At 28, Malzahn saw the realization of

his dream: the first production machine, a mechanized, compact service-line trencher. Today, more than 1,300 employees produce a variety of underground construction equipment, including trenchers, vibratory plows and horizontal directional drilling systems. Twice Malzahn saw the Ditch Witch compact trencher named “one of the 100 best American-made products in the world” by Fortune magazine. To view remembrances, go to EdMalzhan.com.

EquipmentWorld.com | January 2016 11

reporter | by Equipment World staff (continued from page 11)

shop” for technical assistance, financing and federal funding. The FAST Act also puts in place a system that requires USDOT to provide “project-level” information to both the public and Congress in order to give transparency on how federal funds are spent on transportation. The legislation reduces funding for the Transportation Infrastructure Finance and Innovation Act (TIFIA) from $1 billion in fiscal year 2015 to $275 million a year. TIFIA funds provide lines of credit, loan guarantees or direct loans for financing surface transportation projects that are of national and regional significance. Associated Equipment Distributors estimates that the FAST Act will generate $14.37 billion in equipment sales, rental and product support throughout its five-year duration. This number is based on an AEDfunded study by Professor Stephen Fuller at George Mason University, which estimated that each dollar of highway spending generates 6.4 cents in construction equipment market activity. Pete Ruane, American Road & Transportation Builders Association (ARTBA) president and CEO hailed the FAST Act, stating that it provides “funding predictability and less federal red tape for state transportation improvement programs,” but also that he believes the effective duration of the act should be extended. “Five years goes by fast. In four years, state transportation departments will again be staring at a looming funding abyss. Congress and the Obama Administration also fell short in providing the level of investment that would result in demonstrable improvement in the overall physical conditions, performance and safety of the system. At best, we will be treading water.” – Chris Hill

CORRECTION The labels on the photos of two tires in our story on page 44 of the November issue were inadvertently switched. The correct photos and labels are shown below.

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EquipmentWorld.com | January 2016 13

It Pays To Think Cummins.

Customer-Inspired Technology. Cummins Tier 4 Final engines are designed and built to meet customer needs, based on actual duty cycles and working environments. Innovative technologies are fully integrated to maximize efficiency and productivity while minimizing maintenance and service. To learn more about Cummins Tier 4 Final engines, contact your local distributor or visit cumminsengines.com. For lower total cost of operation with increased equipment availability, it pays to think Cummins. Every time.

ÂŠ2016 Cummins Inc., Box 3005, Columbus, IN 47202-3005 U.S.A.

marketplace

R’S O T I ED ICK P

HYDROSTATIC DRIVE REDUCES LOADER BRAKE WEAR

Doosan’s 2.6-cubic-yard DL200-5 and DL200TC-5, which replace the dash-3 models, feature a hydrostatic drive instead of a traditional torque converter, giving the machines higher performance at lower engine rpms. The hydrostatic drive, the first in the company’s loader lineup, also helps reduce brake wear since dynamic braking automatically slows the loader. The 142-nethorsepower DL200-5 has a standard Z-bar linkage, while the DL200TC-5 offers a parallel-lift-linkage, designed to keep load levels during the entire lift cycle. Operators can select between three power modes to adjust maximum rpms: power, standard and economy. In addition, traction modes give the operator the ability to select maximum traction force, choose from three levels of reduced traction forces and S-mode, designed to help when operating on slippery roadways. Idle time can be configured from 3 to 60 minutes before auto shutdown.

LIGHT TOWER HAS 90 HOURS OF RUN TIME

The Allmand Night-Lite NL5000 60-hertz light tower, with a 1,200-watt metal halide light system, has a 45-gallon steel fuel tank that provides around 90 hours of run time. A vertical manual winch tower is deployed from the rear of the unit to keep the operator away from the tower cables. Exterior operating controls and a fuel fill neck facilitate quick operation and refueling. A stepping pad allows for easy fixture adjustment and mast rotation from the ground.

EquipmentWorld.com | January 2016 15

marketplace | continued

D SERIES EXCAVATORS UPS CYCLE TIME, FUEL EFFICIENCY

Case Construction Equipment has added the CX130D and CX160D to its D Series excavator lineup. The machines have up to 5 percent faster cycle times and 8 percent greater fuel efficiency than their predecessors. A new electronically controlled hydraulic pump and larger control and solenoid valves boost breakout forces, increase lifting strength and improve responsiveness on each machine. Both the 102-horsepower CX130D and the 112-horsepower CX160D offer a SCR Tier 4 Final solution that requires no diesel particulate filter or regeneration. The machines have a more robust design, with beefed up arms and booms and an undercarriage built with stronger steel than previous series machines. Standard features include Free Swing for improved craning, laying or lifting of offset loads; and oil sample ports for quick engine and hydraulic oil sampling.

ROLLER SUSPENSION OPTION ON COMPACT TRACK LOADERS

A solid-mount Roller Suspension undercarriage is now available as an option on Bobcat T550, T590, T630, T650, T740, T750 and T770 compact track loaders. Dual-flange front idlers, which help reduce vibration, now ride on the rubber trackâ&#x20AC;&#x2122;s roller way. Along with wider rollers, the idlers help reduce track wear on the inside of the track. Single-flange idlers on the rear of the machine help minimize de-tracking. A horizontally mounted tension cylinder opens up more room between the carriage and track for easier cleanout.

WELDER/GENERATOR ATTACKS HIGH OUTPUT JOBS

Designed for jobs that require high output welding, gouging and auxiliary power, the Tier 4 Final Miller Big Blue 600 Pro welder/generator replaces the Tier 4 Interim Big Blue 500. The unit is powered by a 49-horsepower Kubota V2403 fourcylinder engine and has several upgrades, including improved arc characteristics, digital weld meters and display and three-phase power available anytime, even when welding. A backlit, 4-inch electronic engine display replaces the traditional cluster of analog gauges, allowing users to view all readings in one display.

16 January 2016 | EquipmentWorld.com

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innovations | by Equipment World staff

2016 INNOVATIONS In addition to two standout products, out Innovations Awards this year also recognize a general development that has no specific winner, except for the construction industry as a whole.

the

year of the

drone by Wayne Grayson | wayne.grayson@randallreilly.com

Amazon recently unveiled a new drone prototype for its upcoming Prime Air delivery service with a hybrid design: part helicopter, part airplane.

n the past year, no other technology has shown more potential to impact – and improve – more parts of the construction business than unmanned aircraft, more commonly referred to as drones. There are the obvious applications such as using the aircraft to grab aerial progress shots, but contractors like Rogers-O’Brien have figured out how to work drones deeply into their workflow. Meanwhile, at least one heavy equipment manufacturer is looking at using the real-time mapping data drones can gather as a way to allow dozers and other machines autonomously operate. At this point the only real barrier to a company figuring out its own drone applications is receiving a Section 333 exemption from the Federal Aviation Administration for commercial use. And while those exemptions were trickling out at first, the FAA has more than quintupled

the number of exemptions it has granted since July with more than 2,500 companies having been granted permission to fly as of this writing. A sizable chunk of those exemptions went to construction and surveying companies. At last count, VentureBeat.com’s survey of the FAA’s exemption data had construction at 381 exemptions. Below, we wrap up a busy year in drones and provide a look at the future holds.

Quick impact By far, rotor-driven drones, those that operate like a helicopter with multiple propellers, are the most popular across all industries, and construction is no exception. Though fixed-wing drones, those that operate more like an airplane or glider, make more sense for surveying EquipmentWorld.com | January 2016 19

innovations | continued due to their speed and superior battery life, rotor-based drones – such as quadcopters like the popular Phantom series from DJI or the new Falcon 8 from from Topcon – are more versatile since they can hover in place. But it’s likely the drone landscape won’t stay divided between these two categories. In November, Amazon unveiled a drone prototype with a hybrid design: part helicopter, part airplane. After reaching altitude vertically with its rotor system, the aircraft’s rear propellers kick in, allowing horizontal flight. But the great thing about this technology is that you don’t need a custom kit or an expensive setup to see it make a big impact on your business. As reported in our September issue, Texas-based contractor Rogers-O’Brien (ROB) Construction owns a fleet of at least 10 drones and the majority of them are rather simple quadcopters made by DJI that can be had for as little as $1,000. ROB employs the footage and photos gathered by the aircraft throughout its building process, from pre-construction site plans through to the wrap-up photography it hands over to clients in the closeout phase. ROB is also using its fleet of UAVs for weekly aerial progress photos, noting that when the firm was solely relying on aerial photography services for this job, the photos were outdated by the time they received them. “Plus, we can’t get a helicopter to hover 10 feet from a slab ledge to make sure steel indents in a facade are in the proper place,” says ROB’s Blake Potts.

How to operate legally Compared to a year ago, businesses have a much clearer understanding where the FAA stands on the issue of drones. The agency will soon require all drones to be registered with the government before they can be flown. According to a recent proposal by an FAA drone task force, the registration process will likely be a quick online form with a registration number emailed instantly that can then be affixed to the drone before flight. This registration will ensure the FAA knows exactly who owns a drone should it interfere with commercial aircraft or cause danger to civilians in another way. We also know what the FAA’s rules for safe operation of drones will likely be once a final draft is issued in the next couple of years. Here are the key points: • The drone must weigh 55 pounds or less • Must be flown at speeds less than 100 mph • Operator must ensure the drone stays within his/her visual line of sight (VLOS) • A first-person camera cannot satisfy the VLOS requirement, but can be used as long as requirement is satisfied in other ways • Cannot be flown above 500 feet • Drone can only be flown when weather affords at least 3 miles visibility 20 January 2016 | EquipmentWorld.com

Though a manned aircraft pilot’s license is not required, drone pilots must obtain a UAS operator’s certificate by passing knowledge test at FAA facility every two years, with a TSA check. But until all of this becomes law, the question of legality comes down to only this: businesses who wish to operate drones, must apply for a Section 333 exemption. That’s it. And can start the application process for that exemption at www.faa.gov/uas/legislative_programs/section_333/.

Upward, onward Perhaps the best example of this technology’s current and potential impact on construction is how it is already spawning new types of businesses around the industry’s applications. A year ago Komatsu announced that it was launching a new drone-based service that, if successful, would transition the company from being one that supplies contractors with heavy equipment, to one that is acting as a contractor itself. (See Equipment World’s December issue.) Dubbed Smart Construction, Komatsu’s service is pairing the intelligent Machine Control (iMC) technology found on its latest dozers and one excavator, with drones to create a fully-automated, pre-foundation site prep service. And instead of selling this technology to contractors, Komatsu is leasing the service directly to clients. Another interesting construction focused drone company is DroneBase, a service launched this year that allows businesses to quickly hire a drone pilot. The service is a great way for firms who aren’t sure they want to make the financial and time investment in drones quite yet to take the technology for a test drive. With just a few clicks on the company’s website, contractors can request a pilot to take either aerial photos and video of their jobsite or, for jobsites less than 50 acres in size, aerial mapping and surveying is available. For $399, the service offers 15 to 20 high-resolution aerial photos, 3 to 4 videos and a final edited video “showing the best” of your jobsite. For those firms who have been hiring airplanes or helicopters for their aerial imagery, the savings are substantially more drastic, says DroneBase CEO Dan Burton. A quadcopter from the drone pilot rental service DroneBase.

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innovations | continued

Volvo CE’s Density Direct This intelligent compaction system takes the guesswork out of pavement density by Chris Hill | chrishill@randallreilly.com

A Volvo DD110B with Density Direct system

lgorithms seem to rule the world now, with these programming juggernauts turning massive amounts of data into usable concepts. It’s an algorithm that makes Volvo CE’s Density Direct intelligent compaction system stand out among the crowded field of compaction equipment. Introduced at the World of Asphalt show this past March, Density Direct’s key differentiation is calculating density of asphalt pavement, rather than the stiffness value, by using the air void content of the pavement. The research and development of this system goes back 23 January 2016 | EquipmentWorld.com

10 years, says Fares Beainy, research engineer for emerging technologies at Volvo. He was at the University of Oklahoma serving in various capacities while fine-tuning the system through a partnership with the university, Volvo and the Federal Highway Administration. Density Direct uses the same sensor – an accelerometer – as other compaction systems to measure the acceleration of the drum. In adition, it also uses an algorithm that allows the machine to indicate a density calculation. This figure is displayed on an in-cab Android tablet with multi-touch capabilities, like a smart phone or consumer-level tablet. The screen also displays

innovations | continued Volvo CE’s Density Direct development team

temperature and pass mapping, and the operator can toggle back and forth between them and the density display. “You cannot measure stiffness in real time in the field,” Beainy said. “Density is easier for the operator to understand. It’s not for quality assurance, but for quality control,” adding that density also is the quality contractors are judged by at the end of a project, rather than stiffness. What’s striking about the system is its accuracy relative to actual density, which can only truly be measured via a core sample. Beainy says that once the system is calibrated, it can estimate density to within 1.5 percent of a core sample’s actual density. That calibration is a key process, one that must be done on a test strip, much like contractors have done in the past prior to compaction. Because the Density Direct system stores data from a job, Beainy says the first step is to set up the job on the tablet, including compaction location, the lift, material type and any other pertinent data for tracking the job—a process that is intuitive and user friendly. To do this, an operator moves the machine on a test strip, turns on the vibration, and then pushes the calibrate button on the display. The test strips initially show up with red dots in the display, indicating no compaction has taken place. After the operator passes over the test locations once, the test strips change to yellow, then to green when the preset number of passes have been reached. At that point, the operator can choose to end the calibration, selecting that option on the screen, and the system will then set itself up in 24 January 2016 | EquipmentWorld.com

about 30 seconds for actual compaction. Just as during the calibration process, the machine display shows red, yellow and green during the compaction process, indicating the proximity of the target compaction level. From the operator’s perspective the system isn’t just a tool for determining compaction accuracy, it’s also a mechanism for multitasking. “A lot of times we rely on our quality control guys, but they have 10 other jobs to do while they’re on the road,” says Joseph Petracone, an operator with Massachusetts-based Palmer Paving who helped test the system. “So when you look at the screen and it says ‘OK, here’s what you need for compaction for the minimum or maximum,’ you don’t have to keep relying on someone else around you and you know you’re doing your job properly. It just makes it a little easier as an operator to make sure you hit the whole road consistently.”

Why we like this product Compaction is such an important part of the paving process that any technology that helps estimate the density of the pavement is a big boost for paving contractor productivity and pavement quality. Proper density is one of the key quality measurements for paving contractors and Density Direct being able to estimate it within 1.5 percent of the actual measurement makes for a top-notch quality control tool. I tested out the system while attending Volvo’s Road Institute last year and found the system easy to read and interpret. While nothing is a replacement for experience and technique, Density Direct could help new roller operators get up to speed on their compacting skills. – Chris Hill

VERMEER’S InSITE PRODUCTIVITY TOOLS

by Marcia Gruver Doyle | mgruver@randallreilly.com

s Jon Kuyers tells Nathan Copeland, Vermeer it, Vermeer team engineering manager. “The members started to technology is everywhere, notice something and contractors are primed when they visited and ready.” contractors. “We’d go to a So Vermeer started with jobsite,” says Vermeer’s senior how best to connect the drill global product manager, “and rig to a contractor’s back ofour focus was naturally on the fice, says Reinhard Beschel, equipment and how to make InSite Productivity Tools it more productive. But then project manager. “Contractors we’d wait for the job to get orneed to know what a maganized. It wasn’t the machine chine is doing all the time, so causing the downtime, but we used that as our base in missed steps in the entire drill our development and explanning process.” panded from there,” he says. As with most construction “We also knew that we had jobs, horizontal directional to make each tool extremely drilling involves precise planeasy to use.” So in addition ning, execution and paperto InSite Fleet and InSight work… lots of paperwork. Not BoreAid, the Vermeer design only does the job need to be team created four additional planned, mapped and recordcomplimentary tools, that can ed, everyone who connects either be used separately or with the job (office, owners, as an entire six-tool suite: subs) must stay on top of field InSite Projects, creates a progress. repository for all job informaVermeer already had two tion – including 811 locates, tools in its arsenal: InSite parking permits, supply lists Fleet, standard telematics and work orders – available InSite BoreAssist allows drill operators to on certain drills, and InSite for sharing electronically and follow a rod-by-rod bore plan without logging it by hand on a clipboard; the operator also can create BoreAid, which guides users viewable from phones, tablets simple modifications to the bore plan. through the bore planning and computers. Reports can process. While a good start, be downloaded at the end it was not enough to handle of the job to help expedite the full gamut of planning and procedural needs on a invoicing. It also fuses surface, subsurface and topodirectional drilling job. graphical information into one view. “Projects is really “The advance of smart phones provided a perfect the glue that holds it all together,” Kuyers says. Adds storm” for Vermeer’s InSite Productivity Tools, says Beschel: “Projects connects all the data around the jobEquipmentWorld.com | January 2016 25

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innovations | continued The team behind Vermeer’s InSite Productivity Tools.

site to those involved; it’s information that makes the job easier.” InSite FleetEdge, provides actionable machine information such as productivity tracking, maintenance prioritization, fuel savings estimation and project time management. Vermeer says this tool also helps with operator training, since it can report on how well an operator is doing compared recommended loadings, thrust, rotation and pullback on a drill. Instructions from the program can prompt the operator to, for instance, speed up their tramming or increase their rpms. InSite Mapping, which Vermeer describes as the “white board for the bore,” uses a GPS-driven receiver to white line, or mark, the proposed bore ahead of time, then sending the data to InSite Projects for planning. During the bore, a crew can record obstacles, such a tree that’s in the bore path. After the bore is complete, you can use any receiver that pairs with Vermeer’s system to walk the bore path and record it as an as-built. You can use a smart phone or tablet to record the information directly into Projects, making it available to anyone on a project team. InSite BoreAssist is used during drilling, designed as a digital alternative to rod-by-rod logs on a clipboard. Devel-

oped with locator manufacturer DCI, the on-rig app shows the bore plan on DCI’s Aurora display in the operator station; the bore plan is loaded into the display and the operator follows the rod-by-rod plan. The bore head’s position is tracked directly from the DCI F5 locator used by a crew member walking the bore path. The operator can note in-field deviations from the bore plan; if a simple modification is required, it can be created on the display, saved and sent to the office. “We don’t believe we are done,” Copeland says. “This type of project doesn’t have an end.” Vermeer also sees possibilities for the tools in contractor markets beyond horizontal boring. “Every contractor is faced with the chalWith InSite Mapping, users lenge of growing their profit margins, get a “white board for the bore,” and that’s much easier to do with the accessible in the field on smart productivity gains that tools like this can phone, tablet or laptop. give,” Copeland says.

Why we like this product Paperwork is one of the true thorns in a contractor’s existence. While an excellent office staff can help keep this tiger tamed, many contractors feel too tied their desks, buried in work that takes them away from the in-field work they love. Vermeer’s InSite Productivity Tool suite – which can be used as a whole or in part depending on a contractor’s needs – takes aim at this situation. This is an example of a manufacturer looking beyond the iron and taking a holistic view of solving a contractor pain point. – Marcia Gruver Doyle EquipmentWorld.com | January 2016 27

machine matters | by Richard Ries

COMPACT EXCAVATORS OFFER

HYDRAULIC OOM Compact excavators are no longer merely shrunken versions of full-size diggers. They have morphed into their own distinct form by maximizing traits in five key areas.

ompact excavators also have experienced bracket creep; the category was once capped at machines weighing 6 tons, then went up to 8 tons, and currently includes units weighing 10 tons and lower. The range is now broad enough that some in the industry are defining subsets as micro, mini, midi, and compact with no adjective for bigger units. Why the steady increase? It was partly customer demand, partly OEM one-upmanship, and partly because the market wanted to classify machines more accurately. A lot of 8-ton machines, for instance, really were significantly bigger than 8 tons.

Wacker Neuson will introduce the new ET145 in early 2016. The company considers the 14-ton machine to be a compact excavator because it has a swing boom, rubber tracks, and a dozer blade.

28 January 2016 | EquipmentWorld.com

Others have abandoned the weight ratings altogether and say “compact” refers to anything with a blade and a swing boom; some add rubber tracks to add a third defining characteristic. That’s the approach taken by Wacker Neuson. “We refer to our new 14ton model as ‘compact’ because it meets these three criteria even though it’s above what has been considered the weight cut-off for compact machines,” says Marcus Auerbach, director of compact equipment with the company. Interestingly, no one includes zero or reduced tailswing in their must-have definition of a compact excavator; while these are common features on these units, they’re not universal.

MPH

The operatorâ&#x20AC;&#x2122;s station on the John Deere 35G is wider and longer than on the previous model. Power comes from a 23-horsepower Tier 4 Final engine. A blade is one of the defining features of a compact excavator. Most get used for backfilling although a skilled operator can also use the blade for grading. The blades on the Doosan DX63 and DX85R include a float feature. EquipmentWorld.com | January 2016 29

machine matters | continued

Overall performance

o meet Tier 4 Final requirements, many models that had 35- to-40-horsepower engines now have engines of less than 25 horsepower. At the same time, hydraulic systems have become much more efficient. “We’re getting more hydraulic horsepower per unit of engine horsepower,” says Tom Connor, excavator profit specialist, Bobcat. If there is a drop in engine horsepower it is minimal and in most cases newer models offer better performance than the models they replace. Customers need to be mindful of the relationship between engine power and hydraulic power, says Mark Wall, product marketing manager, John Deere. “The important thing is to have enough engine power and torque to drive the hydraulics,” he says. “Any more than that is wasted.” Demo the machine in your application with your operators and with any attachments you plan to use. Also check that the machine performs multiple simultaneous functions smoothly at the same time. This requires hydraulics that are not only powerful but sophisticated. Terex uses axial piston, variable displacement hydraulic pumps and motors to provide both load-sensing and load independent flow division (LUDV). “With a load-sensing system, the pump senses the operator’s commands and directs oil flow to that function without stopping the other functions,” says Gregg Warfel, compact division sales manager, Terex Construction Americas. Arm length affects performance. A longer arm gives greater dig depth, the ability to move the spoil pile back, and the ability to pull from farther when backfilling, reducing the need to reposition the machine. But a longer arm reduces breakout force and will probably require counterweights. Manufacturers typically list break-

30 January 2016 | EquipmentWorld.com

Produced in Caterpillar’s Athens, Georgia facility, the 305.5E2 compact excavator features a High Definition Hydraulic System with advanced load sensing and flow sharing capabilities. out and lift figures using the standard configuration for a machine and usually cite a reference bucket used in obtaining these specs. Connor says customers need to be aware of how these requirements influence specs. A machine that comes standard with a quick-attach may show lower lift capacity because of the added weight. And lift capaci-

ties will vary depending on whether a bucket was used in calculating those values. “It’s also important to remember that breakout forces are theoretical values derived from mathematics that assume 100 percent efficiency. They’re helpful for comparison but don’t reflect the absolute performance of a machine on a jobsite,” Connor says.

Equipped with a Volvo Tier 4 Final engine, the EC60E has 10 percent more swing force and lifting capacity and a 20 percent increase in power, yet has 8 percent better fuel efficiency than the model it replaces.

The Terex TC48 has a 4.7-ton operating weight and has several features taken from conventional excavators such as a large operator’s platform with two-side entry and an optional air-ride, heated seat.

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machine matters | continued

Attachments

hile compact excavators are used for digging, many are prime movers for a wide array of attachments. Thumbs and grapples are popular, as are compaction tools, augers and hammers/ breakers. If you know you’ll be using your compact excavator with attachments, make sure it’s spec’d right. “The most important aspect is to ensure you have the correct auxiliary lines,” says Jordan Dey, compact excavator specialist, JCB. “Is there a need for high or low flow? Single or bi-directional flow?” Some attachments have multiple circuits with dissimilar flow requirements. David Steger, national sales manager for Takeuchi, says these typically fall into two categories: positioning and work. He cites shears as an example. A shear would need low flow for rotation (a positioning function) and high flow for the shearing action (a work function). Swapping attachments and buckets is much easier with a quickattach, but because a quick attach

Thumbs are among the most popular options for compact excavators. Bobcat E35

Hyundai R60CR-9A Case CX55B

increases the distance from the pin to the cutting edge of the bucket it reduces breakout force. “A quickattach makes the machine more versatile,” says Dey, “but if your machine will perform one function with one specific attachment most of the time, the standard coupler will yield

Applications

The 5.5 ton Mustang 550Z is a zero tail swing machine. Standard features include proportional auxiliary hydraulic circuits with flat face couplers and Mustang’s Power-A-Tach quick coupler. 32 January 2016 | EquipmentWorld.com

a more productive cycle time.” In theory a quick-attach allows the operator to change attachments from the comfort of the cab. In practice, says Steger, this isn’t necessarily so. “A secondary lock or the need to make hydraulic connections will still require that the operator get on the ground.”

ecause there are so many tools and attachments for compact excavators, the key markets are well covered. “Rental is maybe 40 or 50 percent of the market,” says John Comrie, product manager for compact excavators, Volvo. “That’s followed by utilities, landscaping, and general contracting. Attachments for these markets are readily available, but the versatility of compact excavators and their popularity in new and niche markets have created a need for attachments that aren’t yet available.” Comrie says many of the attachments he’s seen in these specialty applications are one-offs, made by the owners. “Oil and gas contractors are making their own pipe clamps, specialty buckets, boring tools, and winches for pulling oilfield hardware. They have tasks for which no commercially-made products exist.” Comrie says among the more unusual things he’s seen are an attachment that lifts logs and cuts them to length and an excavator with 36-inch tracks for mosquito control work and other tasks in swamps and similar soft underfoot conditions. “That required a fabricator to split and widen the frame to accommodate the design. The stick and boom were also modified.” The result is an 8-ton excavator that exerts ground pressure of less than 2 pounds per square inch.

(continued on page 34)

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machine matters | continued (continued from page 32)

Among the mass-produced attachments are a variety of buckets, including some that tilt and rotate. But even with a stock bucket a compact excavator offers excellent digging performance. Compared to a backhoe, Comrie says an 8-ton compact excavator has comparable dig depth of around 14 feet, is easier to maneuver, and has 360 degrees of use. “It will simply out-dig the backhoe.” He says contractors often pair a compact excavator with a skid steer loader.

Powered by a 40.4-gross-horsepower Kubota engine, the Kubota KX040-4 has operating weights from 4.17 (with a canopy, rubber tracks, no blade) to 4.7 tons (with a cab, steel tracks, optional 6-in-1 blade.)

Comfort

nlike most other types of equipment, compact excavators generally don’t offer optional air-ride seats. Desmond Jarvis, product manager for smaller Komatsu excavators, says their standard seat is a mid-rise, three-way adjustable with some contouring to both the back and the seat. “On machines like wheel loaders that spend a lot of time traveling and on production machines where operators spend eight and 10 hours in the cab, air ride is an excellent choice. But

The optional cab on the Komatsu PC55MR-3 includes air conditioning and is radio-ready. Other options include steel and hybrid tracks and a power angle blade.

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neither condition applies to compact excavators and our standard seat is a great design for the type of use these machines see.” Electronics are used to manage engines and pumps, but are not used in controls. Pilot hydraulic controls are used instead. They’re favored for their simplicity, low cost, and good feedback. Kurt Moncini, senior product manager for excavators and crawler dozers, Komatsu, says ease of entry and exit are important comfort features since operators are in and out of the cab several times during the day. Key features are flip-up foot pedals, a tilt-up left arm rest, and a sliding door that, unlike a hinged door, opens fully even in confined spaces. “In addition the sliding door resists rattling Working weight of the Takeuchi TB290 is 8.5 tons. With a standard long arm the TB290 provides 16,565 pounds of bucket breakout force and has an integrated thumb mount.

and is less likely to be blown closed by high winds,” says Moncini. Because “compact” now covers such a wide range of machine sizes, not all comfort features are available on all sizes of machines. Corey Rogers, marketing manager, Hyundai Construction Equipment Americas, says their smallest model, the 1.7- ton R17Z9A, comes only with a canopy. The 2.6- ton R25Z-9AK has an optional cab, but no air conditioning option due to space constraints. Larger models come with cab and air conditioning optional or standard, depending on the size. Only the largest models, the R60CR9A (5.9 ton) and R80CR-9/R80CR-9A (8.25 ton) have digital instrumentation, two work modes, and two travels speeds.

Operating weight of the New Holland E35B is 3.7 tons. Power comes from a Yanmar 3TNV88BPYB rated at 28.43 net horsepower.

Serviceability hereas most areas of development in compact excavators have seen big changes, serviceability improves incrementally. “In many ways it’s the same as it’s always been,” says Paul Manger, product marketing director of construction equipment, Kubota Tractor. “Oil and grease are critical. Ensuring efficient cooling is critical. Daily checks are essential.” Manger says OEMs make sure daily check points are well-marked, easy to find and easy to access. One of the incremental improvements is the grouping of like items, such as zerk fittings. General Construction & Site Maintenance Scraper Systems

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machine matters | continued The development of long-life coolants, synthetic lubricants, and advances in additive packages for engine oils as well as cleaner-burning engines greatly extended PM intervals in the recent past. But that extension has leveled off and isn’t likely to dramatically increase anytime soon. Maintenance needs are easier to assess on newer machines, says Tim Boulds, construction equipment product operations manager, Kubota. “Clean fuel is critical with Tier 4 engines so it must be easy to check

The JCB 85Z-1 has 500 hour greasing intervals.

36 January 2016 | EquipmentWorld.com

for the presence of water in the fuel and drain water as needed. The bowl of the fuel/water separator is clear for easy viewing and water can be drained simply by opening a valve. There’s no need to open the filter assembly.”

Service access to the 1.7 ton Sany SY16C is through a rear panel. The engine is a Yanmar 3TNV74F Tier 4 Final rated at 15.6 net horsepower.

Right sizing ince the development of features has occurred across the full range of compact excavators, the choice comes back to size. But be careful of basing the choice on size category alone, says Katie Pullen, brand marketing manager of mini

Hitachi says the ZX60USB-5, with a 6.1-ton operating weight, is the largest in its compact excavator line. It refers to its ZX75US-5 (8.26-ton) and ZX85USB-5 (8.53-ton) models as mid-sized. The ZX60USB-5 has a 53-horsepower Yanmar engine and a dig depth 1 12/18/15 9:55 AM of 13 feetEW_HALF_JAN.pdf 6 inches.

excavators, Case. “Size classes are primarily an OEM language and OEM language doesn’t always translate to end users’ needs. The terms that we as manufacturers use for categorizing and reporting purposes aren’t With an operating weight of 1.7 tons always going to be the SK17SR is the smallest compact the same terms that excavator offered by Kobelco. Side owners and operaframes retract to 37 inches and extend tors are using—they to 50 inches. The engine is an Isuzu are more concerned AU-4LE2X rated at 55 horsepower. with overall performance and their total cost of ownership.” Pullen says for customers it all comes down to profitability which at its simplest is production revenue minus cost of ownership. “The right choice is the machine that meets all your needs and provides the best overall performance, regardless of how it is categorized.”

EquipmentWorld.com | January 2016 37

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telematics

TELEMATICS 101 Let’s start with the basics

If you’re confused by all the tech-speak surrounding the topic of telematics, you’re not alone. We asked Dan Samford, CEM, one of the country’s leading experts on the subject, to clarify for us what a contractor or fleet manager needs to know to get started using telematics. Here are his answers. by Tom Jackson and Dan Samford

EW: What is telematics? DS: Think of it as a conduit that takes information from your vehicle or equipment and sends it to a website where you can view it. The word “telematics” is a combination of telecommunications and informatics. It is any integrated use of telecommunications with machine information technology. Some people confuse telematics with GPS, but they are not the same. Telematics systems use GPS signals to locate and track your assets, but provide much more information on top of that. A telematics system takes the GPS coordinates

from your truck, or machine plus information from that asset’s computer systems, and sends this data via a cell phone signal or satellite to a website where it can be read by the OEM and/or end user. EW: What are the differences between telematics systems for vehicles (pickup trucks), heavyduty trucks and off-road equipment? DS: There are two options to look at: third-party/aftermarket systems and factory-installed OEM systems. The third party systems for vehicles and pickup trucks are simple.

You can buy a telematics dongle* for as little as $100. Plug it into the vehicle’s OBDII (on-board diagnostics) port, typically below the dash on the driver’s side, sign up for a subscription to the provider’s website and you’ll be up and running in a matter of minutes. This will give you basic information such as location, engine on, speed and *A dongle is a term computer people use to describe a small device that plugs into your computer or computerized system either through a USB port or a multi-pin connector such as those found on an OBDII port. EquipmentWorld.com | January 2016 39

telematics | continued

A plug-and-play telematics dongle plugs into your OBDII port and have you up and running data in minutes. 40 January 2016 | EquipmentWorld.com

Rugged construction and vibration isolation mounts are desirable for telematics antennae on heavy equipment.

Photo: Zonar

sometimes more in-depth information like engine temps and fuel economy depending on the provider. Some vehicle telematics have built-in antennas; others may have an antennae that you attach to the dash or window with an adhesive mount. For heavy trucks and off-road equipment telematics, the principles are the same but the installation of third party telematics boxes can be more involved, usually with a wired connection to a J1939 bus on heavy trucks or the ECM/ECU on heavy equipment. These are the computers, the brains if you will, that run your equipment. ECM is the electronic control module, sometimes also referred to as the electronic control unit. If you are using a third-party or aftermarket telematics system, expect to pay $100 to $500 per box depending on the amount of data and service. Off-road telematics boxes tend to be ruggedized to withstand dust, water and vibration and thus are more expensive. The web access fee will run from $15 to $50 a month per machine depending on whether the unit uses cell or satellite communications, the data plan, refresh rate and other variables. While there are a number of third party telematics providers today, most new heavy duty trucks and off-road equipment can be purchased with factory-installed telematics. And almost all the OEMs

that provide telematics will give you free access to the information via their web portals for the first few years of the unit’s life. Additionally, Ford has partnered with Telogis to provide factory-installed telematics systems on its commercial trucks and GM offers the OnStar system as well. EW: How do I install a thirdparty telematics box on a heavy duty truck or piece of equipment? DS: This is something any competent mechanic can do. Locate a power source to tie into for both full-time and key-on power. Then tie into the machine ECU/ECM circuit, usually with one wire and a splice. If an external antenna is used, the box can be mounted anywhere convenient, usually somewhere inside or outside the cab. These typically require a clear “view” of the sky to send data but some can transmit through metal, glass or plastic. Manufacturers recommend you keep the location of the antennae discrete to prevent

damage and to keep thieves from breaking the antennae and possibly compromising the unit’s anti-theft capabilities. If you want to expand on the provider’s functionality beyond the basic information feeds, you can also connect the telematics box to sensors, starter relays, etc., located throughout the equipment. These additions can count or monitor activity beyond the typical measurements taken from the engine and transmission, such as the number of times the dump body is raised on a truck, PTO time, starter disconnect, etc. Most equipment and trucks built within the last 20 years will have a J1939 bus or ECU/ECM that you can tap into. If you’re unsure consult with your telematics provider. Note that bad connections are the most problematic issue in an install. To make sure your install lasts, use solder connections, star washers and shrink tubing where possible. Bad grounds will drive you crazy looking for erratic voltage issues.

CONGRATULATIONS TO THE 2015 WINNER R on Hunsche Excavating has been in business for 40 years serving the people of southern Illinois, focusing on grading, excavation, site work and concrete pumping. Ron is currently running seven concrete pumping trucks and has an excavation fleet of 30 pieces of equipment. Ron entered the contest through his monthly subscription to Equipment World magazine.

I look at Equipment World every month and read Marcia’s articles. I look for the new equipment articles to get ideas on how we can update our equipment. Sponsors for the 2015 Contractor’s Dream Package:

telematics | continued

42 January 2016 | EquipmentWorld.com

Photo: Telogis

EW: How do I get the information after I’ve installed the telematics box? DS: Each telematics provider (OEM and third party) will have a website specific to their product. Access to the provider-specific website comes with a monthly subscription, usually waived for a certain time after a new machine purchase. Many providers will also send information and alerts to a smart phone or tablet. The real value in a provider comes in their ability to import data from other providers’ boxes into their website, and the ability to export their data into another’s website. Another option is to mount your antennae Some telematics antennae can be mountThat way you don’t have to on the dash of a piece of equipment. ed inside the cab using adhesive pads. go to a different website for every brand of machine you have With telematics, you are only limvehicles that are hard to locate wired. The Association of Equipited by your imagination and what because they keep moving from ment Manufacturers and the Assoyour provider can offer. If you can job to job? Do you lack informaciation of Equipment Management wire a sensor or switch to a compo- tion on remote equipment because Professionals have been working on nent, you can probably integrate it it’s hard to get technicians to check a standard programming language into a telematics feed. it? But get your feet wet. The end for telematics feeds that does just You need to know what your game will have you continuing to this. If your provider’s telematics goals are when you decide on a “light up” your fleet as you see the system supports the AEM/AEMP telematics box. If you go with an benefits fit your operation. telematics standard, you’ll be able economy box, for example, you Editor’s note: Next month in to see all your trucks and machines, may only be able to get basic infor- Telematics 101 we will be talkrun reports, and manage all your mation, and not something like a ing to Samford about all the things data on one website. The standard load count or an added sensor feed. you can do with the basic four will become an ISO designation But keep in mind you can start with data points and take a look at the (ISO15143-3) in March 2016. a low-cost, basic box and if you 19 data points that are available want to upgrade, reassign that box through providers that use the EW: What kind of data can I get to a less critical asset. AEM/AEMP Telematics Standard 2.0. from a telematics feed? Also, if you’re ready for a deep DS: The original AEMP TelematEW: If I’m just getting started, dive into the subject of telematics Standard 1.0, introduced in 2010, how many telematics units ics, AEMP offers a 60 page, PDF supported four data points: asset should I get? or print manual “Telematics For identification, location, operating DS: Pick a segment of your fleet Fleet Managers” at http://www. hours or miles, and fuel burn. Most and identify an issue you would aemp. org/telematics-for-fleetOEMs and third- party providers have like to solve. Do you have certain managers/. evolved to give you more than that on a proprietary basis, and the new Daniel Samford, CEM, of Peak Performance Asset Services consults in AEM/AEMP Telematics Standard 2.0 fleet management, telematics integration and negotiations for specialwill support 19 specific data points ized construction equipment, annual vehicle purchases, national acand numerous fault codes, things like counts, and fleet value evaluations. With 21 years at Herzog Companies engine temperatures, fuel level, idle of St Joseph, Missouri, Samford operated in 12 divisions and managed time, average power percentage, etc. a fleet of more than 2,800 units and 700 vehicles. He can be contacted through his website www.PPASllc.com or at dsamford@PPASllc.com. Customization is also possible.

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highway contractor

| by Chris Hill |

ChrisHill@randallreilly.com

CONCRETE OVERLAYS: Price parity and growing DOT/municipality use lead the industry

oday’s roadbuilding environment requires more results from fewer resources, so extending pavement life is critical. One way to do this is with concrete overlays. Conventional thinking has concrete overlays most suited for high volume, heavy truckload pavements, such as intersections and interchanges. In fact, it’s been joked that intersection projects are the “gateway drug” for departments of transportation to adopt concrete

Virginia DOT

Concrete being delivered onto the bonded section of a U.S. 58 overlay project in Virginia.

44 November 2015 | EquipmentWorld.com

overlays, primarily because the projects are relatively small and the results come quickly. Concrete overlays have been used for more than 100 years, with more than 1,100 projects completed between 1901 and 2012, according to American Concrete Pavement Association figures. Projects have been completed in 45 states, and overlays make up 14 percent of the concrete paving market. In some regions of the country that figure represents more than half of the concrete pavements being

placed. The growing concrete overlay adoption rate can be attributed to two factors, according to Leif Wathne, ACPA vice president. One is a push by the association and its state chapters to educate transportation agencies about the efficacy of concrete overlays as a resurfacing option, a push that began roughly a decade ago. The other factor is price parity relative to other resurfacing options. “We developed design methodologies and guide specifications,

all aimed at helping people become comfortable with concrete overlays and honestly, dispel some of the myths, such as ‘nobody has used it’,” Wathne says. The specifications he references include the “Guide Specifications for Concrete Overlays” published this September by the National Concrete Pavement Technology Center (cptechcenter.org) at Iowa State University’s Institute for Transportation. The 32-page document offers guidance for developing specifications to meet the needs of overlay projects and covers details including the type of overlay to be used and the conditions in which they can be applied (see sidebar below). Wathne says the concrete pavement industry’s advocacy efforts in part were an attempt to neutralize concerns about using concrete overlays, and highlighting the success of past projects. “FHWA has had an overlay implementation program that’s been helpful as well,

so we’re all kind of “singing off the same sheet of music” in talking about the opportunities with concrete pavements,” Wathne adds.

Competition and price parity There is a direct correlation between this thrust and the increase in concrete overlay use by transportation agencies, Wathne says, because it has shown another resurfacing option besides traditional asphalt overlays. “We want agencies to be aware that there’s another solution out there. Even if the benefits of these solutions are identical, just having a competing industry adds pressure to the industries to be more mindful of cost effectiveness,” he says. Wathne also points out that many municipalities look at their state DOT to make the first move in adopting new specifications and guidelines as well as materials. “When we talk across our chapters, the conversation we hear from counties is that they’re waiting for

the state,” Wathne says, although some large municipalities may lead the way in adoption. Even so, Wathne says that several county and municipal agencies that may not have traditionally looked at concrete overlays in the past 15 to 20 years are now starting to consider them for long-term project solutions. “They’re looking at projects with the mindset that they want to do projects that they don’t have to come back to for longer periods of time. That’s what they’re planning on doing and they see that they have a long-term view,” he adds.

Concrete pavement growth Wathne says concrete pavers are recognizing that overlays are a huge market opportunity and represent the future of concrete. “The vast majority of the network has been built, so we recognize that one of the more cost efficient ways, short of reconstructing, is using concrete overlays,” he says.

Concrete overlay types and applications

oncrete overlays are classified in two categories—bonded and unbonded. Both types can be placed over asphalt, concrete or composite (asphalt over concrete) pavement types, but their application is specific to the condition of the existing pavement and the traffic volume of the roadway. Historically, about 55 percent of concrete overlays are used on concrete, followed by 40 percent on asphalt and 5 percent on composite pavements. Bonded Bonded overlays are thin and are used more for preventive maintenance and minor rehabilitation; the roadway requires detailed surface preparation to be effective. Material thicknesses fall in the 2-to-5-inch range. Bonded overlays over asphalt have been commonly referred to as ultra-thin whitetopping (UTW). The asphalt needs to be in structurally good condition, with surface defects including rutting, shoving, slippage and thermal cracking, and needs to carry some of the traffic load. Concrete pavements that need more structural capacity, better rideability, skid resistance and reflectivity, but are “structurally sound” are good candidates for bonded overlays. Composite pavements require similar conditions to asphalt pavements. Roughly 25 percent of concrete overlays are bonded.

Unbonded Unbonded overlays are usually used in major rehabilitation work although it can also be applied on minor rehabilitation jobs. The design life is longer, with less surface preparation required due to the thicker application of material. Material thickness ranges from 4 to 11 inches. An unbonded overlay is the best option for an asphalt pavement that is deteriorating or considered to be in poor condition, with conditions such as severe rutting, alligator cracking, pumping, shoving and potholes. This is also known as conventional whitetopping. Depending on the condition of the roadway, spot repairs may be needed prior to resurfacing. Unbonded overlays are desirable when composite pavements are in similar condition. Concrete pavements taking unbonded overlays exhibit structural deterioration, such as scaling, shattering, transverse or longitudinal cracking, pumping, D-cracking (freeze-thaw deterioration) or cracking from alkali-silica reaction (ASR). Spot repairs may also be required. Approximately 75 percent of concrete overlays are unbonded.

(source: “Guide Specifications for Concrete Overlays” National Concrete Pavement Technology Center) EquipmentWorld.com | November 2015 45

| continued

Federal Highway Administration

highway contractor

Sawcutting equipment on a concrete overlay demonstration project as part of the Federal Highway Administration Highways for LIFE project with the North Dakota DOT. And overlays have matured in several markets across the country. “Colorado has done a lot of great concrete overlays where they’ve taken existing roadways, whether they’re asphalt, concrete or composites, and put concrete overlays on them. They are expecting to get another 25 years

or more out of them.” States in the Midwest are also on the forefront of concrete overlay implementation. Five of ACPA’s 2015 Annual National Excellence in Concrete Pavement Awards overlay winners (see sidebar, “Award winners”) are in Midwest states.

One winning project, jointly located in Freeborn County, Minnesota and Worth County, Iowa, illustrates a collaborative effort of not only two counties, but two states, as well. The road runs roughly parallel to the state line, occasionally weaving in and out between the two states. The project involved overlay work on 25 lane miles (two lanes at 12.5 miles) starting near the beginning of June 2014 and ending near the middle of July, according to Tom Schmitt, general manager of Construction Foundations, the firm that completed the job. He says overlay work is a big part of their business. “Fifty to 60 percent of our work has been overlay projects, and I see it going even higher. There are only so many new roads that can be built, so the work is going to come from resurfacing,” he says. Schmitt echoes Wathne’s view that education is vital to the growth of concrete overlay projects.

To order, call (800) 430-4540 or visit www.equipmentworld.com/roady-order-form Email: roady@equipmentworld.com 46 November 2015 | EquipmentWorld.com Roady_EW_halfpage_EW0415.indd 1

3/25/15 8:52 AM

“Overlays have provided an alternative to other resurfacing options. The biggest challenge to overlays is getting the word out that it is an option for resurfacing and that

concrete doesn’t have to only be used for full replacement. There is a county engineer in Iowa that is increasing the depth of his overlay projects because he realizes he can

get a longer-life pavement with them and there’s no better time to do the work than when everything is set up. Concrete is the cheapest part of the job, anyway.”

Overlay award winners ACPA’s Annual National Excellence in Concrete Pavement Awards are designed to encourage high-quality workmanship and to serve as a forum for sharing successful projects. Six of the 32 national awards given out last month were for overlay projects: Highways Project: Iowa-Cherokee-US 59, Iowa Contractor: Cedar Valley, Waterloo, Iowa Owner: Iowa Department of Transportation

Project: I-70 Bonded Concrete Overlay, Kansas Contractor: Ideker, St. Joseph, Missouri Engineer: HW Lochner, Lenexa, Kansas Owner: Kansas Department of Transportation Streets and Roads Project: Paving the State Line, Minnesota and Iowa Contractor: Concrete Foundations, New Hampton, Iowa Engineer/Owner: Freeborn (Minnesota) and Worth (Iowa) County Highway departments

Project: Cannelburg Road Rehabilitation, Phase I, Daviess County, Indiana Contractor: Milestone Contractors, Indianapolis, Indiana Engineer: Lochmueller Group, Indianapolis, Indiana Owner: Daviess County (Indiana) Airports Project: Wabash Municipal Airport Runway 9-27 Rehabilitation, Indiana Contractor: E&B Paving, Anderson, Indiana Engineer: NGC, Greenwood, Indiana Owner: Wabash Board of Aviation Commissioners

Project: Runway 9-27 Rehabilitation Project, Greenwood County Airport, South Carolina Contractor: McCarthy Improvement, Atlanta, Georgia Owner: Greenwood County

EquipmentWorld.com | November 2015 47

road science | by Tom Kuennen

PART

WINNING the BONUS

THE COLD TRUTH ABOUT

COLD

This month, Equipment World launches a new seven-part Road Science series on how to optimize pavement construction to win those bonuses. We start at the very foundation of the overlay, the milled asphalt surface, and then look at each aspect of paving both asphalt and concrete pavements: Part I: Part 2: Part 3: Part 4: Part 5: Part 6: Part 7:

Smooth Pavements through Cold Milling Smooth Pavements and Material Transfer Vehicles Smooth Pavements and Asphalt Pavers Smooth Pavements and Asphalt Screeds Compaction for Super Smooth Asphalt Pavements Super-Smooth PCC Pavements with Slipform Pavers Super-Smooth PCC Pavements with Stringless Controls

48 January 2016 | EquipmentWorld.com

Milling drum is the heart of the cold milling sequence; here worn cutting tools are replaced on the job site.

milled surface with the right pattern, grade and slope is the key to a super-smooth asphalt overlay that wins the smoothness, density and performance bonuses (now so critical to contractor profitability). In just over three decades, asphalt cold milling equipment, also called planers or grinders, has matured in terms of durability, complexity and choice of makes and models. Operators are under pressure to get the best performance out of their cold mills in terms of consistency of

Image: Tom Kuennen

MILLING

Smoothness: A moving target Image: LTRC

milling pattern, correct grade and slope, cleanliness of cut, consistency of millings and cost-effective use. That’s in addition to their obligation to maintain uptime for an expensive and critical piece of mobile equipment used in an extremely abrasive application. If a cold mill goes down on a job, it can result in substantial project cost overruns and even nightmarish disincentive payments for failure to complete a critical timesensitive job on schedule. The milling drum, or mandrel, is the heart of the cold milling sequence. It’s the axis around which the entire milling process revolves. A well-designed and well-maintained cutter drum will help the operator in his mission. “Cutter technology and the way they build the drums is much more advanced than in past years,” says Jeff Wiley, senior vice president of Wirtgen America. “A drum is built today to nearly the same precision as a fine Swiss watch.The drums are all turned using laser technology. When these drums are assembled new, they are spot-on, with no chance for error.” Aside from breakdowns, the proof of success will be in the cutter pattern. Variables in control of the cutter pattern involve several elements, including the condition of track pads and the cutter drum, tooth spacing, the cutter tooth and holder condition, the cutter rotation speed, the cutter wrap (tooth pattern on the drum) and tooth spacing. Other variables include the grade control system, the existing pavement condition, the ground speed, the availability of water for dust control and tooth rotation and the overall condition of the machine. Even the housing around the cutter drum is under continuous refinement. “The industry standard has moved to an angled moldboard wrapping around the cutter

Summary of incentive/disincentive schemes for asphalt pavements There are real reasons behind the states’ demands for smooth pavements. Surveys consistently show that smoothness is the No. 1 criterion by which road users judge pavements. Pavements that are built smooth, stay smoother longer, and provide a longer life, according to engineering reports. That’s why state DOTs know that building smooth pavements from the start is a cost-effective proposition. State DOTs routinely employ smoothness specifications in their regulations, and are basing contractor payment incentives or disincentives on achieved pavement smoothness. The two most commonly used smoothness indexes are the International Roughness Index (IRI) and the Profilograph Index. A lesser-used method is the Ride Number, an index that estimates user perception of ride comfort, indicated by a number between 0 (poor ride quality) and 5 (excellent ride quality). With the early popularity of the profilograph, the profile index became a standard index for smoothness measurement in construction specifications. Profilographs are relatively inexpensive, simple to operate and maintain, and display a “trace” of the pavement surface that users can easily understand. However, because of its wheeled configuration, it can’t be used for high speed network pavement smoothness data collection. Alternatively, the vehicle-mounted inertial profiler that measures pavement smoothness while driving at highway speeds, is replacing the profilograph for gauging smoothness, and is used in compiling IRI-based specs. In a April 2015 report, the Louisiana Transportation Research Center (LTRC) studied state smoothness specs, and confirmed that states are moving away from profilographbased smoothness specifications to, IRI-based specs. But this change is complicating the contractor’s job, since there’s a limited history in using IRI-based specs, leading to some confusion on how states can best

structure specifications. “Additionally,” says the report, “contractors accustomed to profilograph-based specifications can struggle to achieve the same level of quality under IRI-based specifications.” LTRC researched the state-of-practice for IRI-based specifications, and summarized how both asphalt and concrete road builders could best achieve these specifications. It concluded that: • Of the states with IRI-based specifications, 85 percent provide incentive and disincentive pay adjustments for asphalt pavements, while 78 percent provide these adjustments for concrete pavements. • There is still a fairly wide range of IRI thresholds for incentives, disincentives, full pay, and correction and no general consensus on what thresholds are most appropriate. • There is a wide range of pay adjustments for pavement smoothness, with the majority of states applying pay adjustments on a dollar amount-per lot basis versus a percentage of the contract price. • Although most states have localized roughness provisions, there are a variety of localized roughness methodologies used, and no general consensus as to which is best. “It’s important to note that pavement smoothness specifications and practices are effectively a moving target,” LTRC reported. “Agencies are continually refining specifications based on evaluations of existing programs and improved technology.” The methods used to judge pavement smoothness – as part of acceptance testing for new or reconstructed pavements – are growing more refined. Also, the equipment used to obtain smooth pavements during construction is improving as digital and laser technology improves.

EquipmentWorld.com | January 2016 49

housing,” said Eric Baker, Roadtec director of marketing and sales support. “This makes sure less material dwells in the cutter housing, just turning around in the drum, and makes it on the belt quicker. Another benefit is a cleaner cut and less wear, promoting a longer cutter life.” Mills previously used hydraulic and chain drive cutters, and the track system had no flow dividers. Most machines had three tracks, or legs, and were equipped with hydraulic grade sensors. Typically, the horsepower range was 300 to 525. Cutter drums now are powered by belt drives with automatic tensioners. Track systems have flow dividers for optimum power where it is needed, and four-track units are widely available. Today, only the smaller units are rear-load designs; instead, front-loading conveyors work in full view of the operator, boosting productivity for middle and largersized machines. More than 90 percent of the machines have electronic grade and slope controls. And power ratings up to 1,200 horsepower give more muscle to deep cutting and even permit milling of concrete pavements and bridge decks.

Focus on fine milling So called “fine milling” – in which cutting bits on the drum are spaced at 5/16 inch instead of the conventional 5/8 inch – is now getting more attention – as thin surfacings and overlays become more popular. Fine milling can also be used 50 January 2016 | EquipmentWorld.com

Image: Tom Kuennen

road science | continued

on driving surfaces to restore friction and smoothness. If the following overlay project is delayed, fine milling is an advantage, as it’s easier on the traffic. The fine milling brings added costs, since it requires more teeth and wear components. But, it also brings definite performance advantages. Fine or micromilling in advance of an overlay enhances adhesion, removes any significant poor ride quality, and if done right, can produce a level surface that provides the super-smooth riding experience that drivers demand. “Consider installing a high density drum on the cold planer for projects that have tight smoothness specifications,” said Randy Dobson, Caterpillar, in recent remarks. “Whereas the impact spacing is 5/8

A fine-tooth drum provides super-smooth substrate for interstate overlay.

inch (16 millimeters) on standard cold planer drums, the impact spacing is reduced to as little as 1/4 inch (6 millimeters) on the highest density drums. There is a higher operating cost associated with high density drums, but the smoother surface created may offset the financial consideration.” While thin surfacings such as microsurfacing (and thin-lift, hot mix asphalt overlays) provide a durable driving surface, their thinness makes them vulnerable to variations in the pavement substrate on which they are placed. The evenness and smoothness of

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road science | continued

Full-lane milling Full-lane milling with a fine texture drum will help attain an even smoother surface. For example, a 12.5-foot-wide drum removes a full lane at one pass, with no slow-down of the machine or its power plant. When the full-lanewidth milling head is combined with a fine-tooth drum, the result is a smooth substrate for overlays

Keep it moving Similar to using a material transfer vehicle in asphalt paving, a major secret to milling for smoothness is to keep the mill moving. Planning a job each day is a key component of higher productivity, requiring the optimally efficient use of trucks. Operators should think through the project the way a paver operator

Image: Wirtgen America

glass beads are poured onto the milled surface, and then distributed evenly using a slow rotating motion with a plastic disk until the disk rests on the points of the milled surface. For fine milling, by the time the plastic disk comes to rest on the peaks of the milled surface, the bead pile must have spread at least 9.5 inches in diameter, indicating a fine pattern; if they spill too quickly, not achieving the required diameter, the pavement is too rough and must be remilled.

and potential bonuses for meeting stringent smoothness goals. In addition to the fine texture from the drum, the fulllane width drum permits extraordinary control over the outfall of the milled surface, which contributes greatly to exceeding smoothness specs, and perhaps, to a bonus. Even though the milling head protrudes beyond the frame on the right and left, there is no disadvantage to using the wider milling head. Instead, it makes the machine more versatile and profitable on large volume jobs compared to the standard 7.2-foot drum. The number of machine passes for a road is reduced, with fewer turns for additional passes, which is ideal for night work or work under extreme traffic conditions. Fine-tooth milling also provides a smaller, more uniform size of reclaimed asphalt pavement, such as minus 1.5 inch. This means it may not have to be crushed, but only screened, prior to recycling at the plant. The size of the material depends on the speed at which you mill, but a fine-tooth drum will always give you a smaller particle size than a conventional drum. The more uniform the particles, the more RAP can be incorporated into fresh hot mix asphalt.

Standard drum tooth or cutting tool spacing compared to fine tooth spacing.

these thin surface treatments will depend mostly on the smoothness of the prepared surface. That can be ensured by cold milling the existing, worn surface with a fine-tooth drum. With a conventional drum, relative to ground speed, the ‘peaks-and-valleys’ mill patterns will be relatively high and deep. If you place a lift that’s only 1 to 1 1/4-inches thick, the rough surface can reflect through to the paved surface. But, by using 5/16inch bit spacing (or less) – the definition of a fine-toothed drum – a contractor can minimize this potential reflection. Milling pattern performance is so critical, a test has been developed for job performance. The spec determines the roughness of a milled pavement by placing glass beads on the surface, which are then carefully spread out using a clear plastic disk. For the test, from a maximum 4-inch height, 200 milliliters of 52 January 2016 | EquipmentWorld.com

Image: Caterpillar

Milling machines offer same slope control capability as an asphalt paver. does, planning production for the day. Going a quarter-mile – then waiting for trucks – is inefficient. Making sure enough trucks are available is essential for a full day’s production. A machine fills up a truck up fast these days, and any down time is money down the drain. The milling operation should actually mill and load trucks at least 40 to 45 minutes out of the hour, experts say. Therefore, the operator needs to balance the trucks, pacing himself a bit, and keeping the machine running steady (instead of running the machine wide open, then waiting 15 to 30 minutes for

trucks to return), especially if working in congested traffic. In addition to balancing trucks, speed of forward movement can affect the quality and evenness of the cut. As long as the bid is all about production, the machine has to run at a high rate of speed. But, high speeds don’t necessarily mean a high-quality cut. The faster you go, the worse the pattern gets. The rougher the texture, the harder it will be to maintain smooth grade with the milling machine. “The more consistent a machine’s speed, the better off the operator will be,” Wiley said. “It doesn’t make sense to run at

full speed, slow down and stop, change trucks and run at full speed again. That changes the milling pattern significantly; you are better off running at a slower, more consistent speed, as it will result in a more precise pattern or texture of cut, and that will benefit the paving operation.” Another way of keeping a cold mill moving without stops is replenishing water (used to cool the teeth and suppress dust) on-thefly, without stopping. While the mill moves forward, a water truck moves with the machine, filling its water tank. The human element is a big part EquipmentWorld.com | January 2016 53

road science | continued of productive milling, and keeping crews with a single machine over time will boost performance. When crews stay on a machine month after month, year after year, they understand it, they know what to do on the machine to keep it up and running, and will remember any issues or problems with the machine. While cross-training of crews is desirable from a staffing point of view, having new crews all the time is not good for a milling operation. The best crews are those that have been with the machine for the life of the machine, because they come to treat it as their own.

Grade and slope controls The variety of grade and slope controls available to operators of cold mills is broad, but they all assist operators in achieving smooth,

predictable cuts. The grade control is a contact or non-contact control that senses the height of the material to be cut, and sends a signal to make a machine correction in the depth, says Rob Hannan, district sales manager for Volvo Construction Equipment. The slope control, on the other hand, is a small sensor that is usually located on or near the drum box that senses the side-to-side angle of the machine, and sends a signal to make a machine correction in that side-to-side angle. “This control is a slave to the grade control,” Hannan says. Hannan offers these tips to accurate cutting: • Ensure your system is in good working condition before you arrive on the jobsite, and adequately warm up your machine before starting the cut.

• Adjust system sensitivity to jobsite and weather conditions; in cooler weather, machine hydraulics have a tendency to be slow until they warm up to operating temperature. • Remember slope sensitivity is usually adjusted lower than grade. • Know how fast your machine can run in slope before the machine out-runs the slope control. “Every job is different, and the operator today has the opportunity to select the type of grade control system he wants to use,” Wiley says. “It could be a laser system, running off stringline, GPS, dualgrade, grade-and-slope, averaging, averaging with three sensor heads, or with seven sensor heads.” “The cold planer has the same slope capability as an asphalt paver,” says Dobson. “Whenever

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BaileyBridge_BR0513_PG14.indd 1 54 January 2016 | EquipmentWorld.com

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possible, the cold planer should use automatic slope control to create specified profile.” The typical set up of Caterpillar’s Grade and Slope feature for cold planers uses more data samples than other systems, he says, providing a more accurate representation. Plus, cross coupling capability improves machine responsiveness, providing both surface quality and accuracy. Automatic calibration ensures consistent setup and delivers optimal performance, and an intuitive operator’s display makes the technology easy for crews to leverage in real-world, on-the-job conditions. Wirtgen’s new Level Pro Plus grade control automatic leveling system is user-friendly and regulates the pre-set milling depth and inclination electronically. The complete system consists of combinable sensors, a controller unit and an ergonomically designed control panel for the machine operator. This grade-and-slope control system is integrated into the machine control system. The preset target milling depth is accurately controlled via robust displacement sensors located in the hydraulic cylinders, which are mounted on the side plates. All key data – including the acquisition and indication of job data – are indicated in color on the operator display in the individually adjustable, multi-functional armrest. Four “favorite” buttons – which can be programmed with 15 different optional functions – have been integrated in the multi-functional armrest for the first time. Roadtec’s SmoothMill system features integrated connections and cabling and two dual control boxes for ground personnel, each capable of controlling both sides of the machine while giving the operator (driver) a separate control box.

The sonic sensors scan the surface 40 times per second and produce a signal that automatically adjusts the leg tubes of the cold planer so the resulting milled surface will conform to spec. Ease of use comes from being able to simply plug controls into sockets (conveniently located on the

outside of the machine) and from combining right and left-hand side controls into one box. Reliability has been increased by routing cables through protected areas, rather than having them exposed at the outside. Two dual (right and left side) control boxes are supplied, one on each side of the machine.

EquipmentWorld.com | January 2016 55 Untitled-5 1

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product report | by Tom Jackson | TJackson@randallreilly.com

KCMA offers Xtreme upgrades for big loaders The Kawasaki-KCM 115Z7XT.

Heavier, shorter loader arms and a beefed up frame enable the new XT loaders to fill a 24-ton truck in two passes.

CMA Corporation has a beefed up redesign of its two flagship models in the Kawasaki-KCM wheel loader line, the 95Z7XT and 115Z7XT, and announced several other product line additions and enhancements. The XT stands for â&#x20AC;&#x153;Xtreme,â&#x20AC;? which brings with it bigger buckets and heavier frames that can now carry roughly 12 tons per bucket. That means they can load a standard 24-ton truck in two passes instead of three. The 95Z7XT bucket size increased from 7.3 cubic yards to 9 cubic yards and is also available in a 9.8 cubic-yard configuration. The 115Z7XT bucket size increased from 8.3 cubic yards to 9.15 cubic yards. To handle the extra weight in the buckets and ratchet up the breakout force, the boom arms were shortened and made thicker and stronger. This keeps the center of gravity

56 January 2016 | EquipmentWorld.com

closer to the base so as not to stress the front-end hydraulics and components. The hydraulic cylinder bore for the bucket cylinder was enlarged as well. Reinforcements to the chassis handle the additional torque and loads, and the counterweight was increased to balance the extra weight up front. Compared to previous models, the enhancements increased the breakout force by more than 2 percent in the 95Z7XT, and 6 percent for the 115Z7XT. The 95Z7XT tipping load is 10 percent greater than the standard 95Z7, and the 115Z7XT is 15 percent greater than the standard unit. The 95Z7XT has an operating weight of 79,080 pounds, while the operating weight for the 1157Z is 106,110 pounds.

90Z7: T4F and DPF free KCMA also announced its first Tier 4 Final wheel loader, the 90Z7. To meet exhaust emissions require-

The cab access ladder on the XT machines was angled out to make it easier and safer to get in and out of the cab.

ments this machine uses selective catalytic reduction (SCR) and a diesel oxidation catalyst (DOC) but does not require the use of a diesel particulate filter (DPF). Manufacturers try to avoid DPFs when possible because they require regeneration to burn off soot that collects inside the filter. With the DPF-free design, the soot is burned up in-cylinder and these problems are avoided. KCMA used Isuzu engines on the Tier 4 Interim version of the 90Z7, but returned to their traditional supplier Cummins for the Tier 4 Final version. The new engine is a Cummins QSL9 that pumps out 275 net horsepower. The SCR system requires diesel exhaust fluid (DEF), and KCMA says DEF consumption for the Cummins is about 3 percent of fuel burned. The upside to the SCR system is that fuel efficiency improves about 5 percent and the Tier 4 Final engines have a better transient response than Tier 4 Interim, meaning the engine revs up quicker when you increase the throttle. The 90Z7 wheel loader got more than just a new power plant. A high efficiency, 5.5-cubic-yard bucket design increases penetration and material retention. A flex-shift feature balances speed and rimpull to main-

KCMA is now offering a Preview object detection system option on its Kawasaki-KCM loaders that warns operators when anything enters a blind spot behind or to the sides of the machine. It uses pulse radar technology that detects both stationary and moving objects.

KCMA went back to its traditional engine supplier Cummins for its Kawasaki-KCM 90Z7 machine.

The blue cap indicates the DEF reservoir, a requirement for the Tier 4 Final engine on the 90Z7. tain tractive effort and improve cycle times. And a standard lock-up torque converter in second, third and fourth gear helps conserve fuel and improve hill-climbing performance. When you need a burst of extra power the 90Z7 offers a temporary power boost function that can speed up cycle time whether you are using normal or power modes. The flexshift feature also assists in improving cycle times. With increased sensors, and new logic, the loader’s “Intellidig” system responds to the working conditions and balances the proper speed and rimpull to optimize digging performance.

New 67Z7 wheel loader With the goal of improving fuel efficiency and optimizing performance, KCMA also completely redesigned its 67Z7 wheel loader. The new machine puts power to the ground with a hydrostatic transmission and a Tier 4 Interim, 152-horsepower Isuzu diesel engine. The hydrostatic transmission and inching pedal allow for creep control giving you precise, slow speed work in first gear even when the machine is running full throttle. Limited slip differentials are stan-

dard with internal planetaries and dual circuit wet brakes. The Z-linkage design 67Z7 can be outfitted with a 3.1-cubic-yard general-purpose bucket or a 3.5-cubic-yard materialhandling bucket.

Task Masters With their quick coupler attachment systems, the new 67TM7 and 70TM7 Task Master Toolcarriers use parallel linkage ideally suited for fork applications. The 67TM7 gets a 2.8-cubic-yard coupler bucket or a 3.1-cubic-yard pin-on general-purpose bucket and a four speed, hydrostatic drivetrain. It reaches 5 inches higher at the hinge pin than its sister Z-linkage machine, the 67Z7. The hinge pin on the 70TM7 tops out at 8 inches higher than its Zlinkage equivalent. You can spec the 70TM7 with either a 3.4-cubic-yard coupler bucket or a 3.7-cubic-yard pin-on general-purpose bucket. The 70TM7 also has what the company says is the simplest emissions system in its class with no SCR and no DPF. EquipmentWorld.com | January 2016 57

CONGRATULATIONS

to the 2015 Contractor of the Year winner and finalists IN

Lawrence Merle

Andrew Allen

Jason Ciavarro

Sean McDowell McDowell Construction Corporation Menomonee Falls, Wisconsin

Supreme Metro Corp South Plainfield, New Jersey

R.J. Allen, Inc. Garden Grove, California

Joseph Delgado

Andrew Brown

Dan Corrigan

Bradley Grubaugh

TCW Construction Lincoln, Nebraska

Andrew Brown General Engineering, Inc. Paso Robles, California

C-3 Environmental Specialties Schertz, Texas

Bradley Excavating, Inc. Colorado Springs, Colorado

Genesee Construction Service Dansville, New York

David Spurr

Allen & Tyson Feller

Spurr Company Paso Robles, California

Feller Enterprises St. George, Utah

Timothy Humerick Humerick Environmental Construction Service College Grove, Tennessee

Sponsored by:

Jeff Pettiecord & Nick Wylie J Pettiecord, Inc. Des Moines, Iowa

contractor of the year | by Wayne Grayson | WayneGrayson@randallreilly.com

Allen and Tyson Feller St. George, Utah

Feller Enterprises Year started: 2003 Number of employees: 12 Annual revenue: $4 million Markets served: Excavation, flood control, soil stabilization, crushing

Rock is a constant theme with father-and-son Utah construction company

he look of the family business has changed a great deal for the Fellers of St. George, Utah. But since 1980 there has been one constant: rock. Allen Feller started Feller Stone with his brother in 1980, quarrying and gathering rocks the world over and selling them to aquarium suppliers. “My dad was a stonemason and a school teacher, and he said ‘let’s go buy this rainbow rock quarry,’ and we

started selling rock from it for building stone. In 1980 when the downturn hit, I started taking rock to Los Angeles and selling it to aquarium stores and they asked if I could put a hole in the rock,” Feller says. “At the time, I had a pregnant wife and a quarry loan. So I started sandblasting holes in those rocks for fish and it just exploded from New York to Maine and all the way into Europe, places like Italy to Germany. We would go to all these crazy quarries and dig this rock EquipmentWorld.com | January 2016 59

contractor of the year | continued

Years ago, Tyson Feller (Left) convinced his father Allen (Right) to transition the family business from selling rock to commercial excavation. and we had a blast doing it.” But in 2003, a friend living in the beautiful Utah desert asked Feller to design and build a privacy wall that would blend into the landscape. That wall became a beautiful milelong stone barrier. “That’s when we realized there’s a whole new avenue of excavation here,” Feller recalls. Allen brought his boys up in the business and his son Tyson liked working with heavy equipment so much that following the privacy wall job he suggested they split off from Feller Stone and go into commercial excavation. So in 2003 Allen and Tyson formed Feller Enterprises with a couple of excavators and a wheel loader. “When we split, I agreed to do all the quarrying for my brother so I took all the equipment,” Feller says.

“We’re not afraid” In 2005, the St. George area saw massive flooding, giving Feller Enterprises the company’s first shot at what would become a core part of its business: placing riprap. Feller describes the work as “placing rocks in a way to stop Mother Nature from ripping them out.” “And I love it,” he continues. “On one of our biggest jobs we spent 40 60 January 2016 | EquipmentWorld.com

days digging, quarrying, hauling and placing more than 100,000 tons of rock. We’ve just learned that if you can get a job out in the boondocks— out in the rocks— you’re in one of the prettiest places in the world.” When the recession hit, Feller saw many friends and competitors fold. The Fellers resolved to stay in business no matter what, so the company slimmed down, selling off much of its equipment. And they looked for work outside of their normal geographic area. In December 2008, Allen left Tyson with a crew to handle local jobs and took a job in Texas with the U.S. Department of Agriculture’s National Resources Conservation Service, building headwalls and setting riprap and gabion baskets. “I think that challenge stirred up a lot of that feeling when it’s looking tough, and your blood boils, and you crank it harder and we just got aggressive,” Allen Feller says. “We’re not afraid to do anything.” Allen says the job saved the company and forged an important relationship with the NRCS which continues to this day. “We loved fixing something that was broken,” Feller says. “I think a lot of what saved us was Allen’s ambition,” Tyson Feller

says of his father. “He’s not ever afraid to go and do something that maybe is a little bit new. I think we were lucky too, that myself and our guys were able to stay back and find more work here at home.” Kathleen Pinckney with the NRCS said it was Feller’s flexibility, attention to detail and willingness to give customers exactly what they need that began what was a threeyear stretch of constant work for the company. “If you walked out there and said, ‘This is not what we asked for,’ he got it done. And he generally would go over and above,” she says. Today the company specializes in flood control and soil stabilization projects, employs 12 people and does an annual volume between $3 million and $5 million. “It’s always nice to drive around town after a flood comes through and see how well the riprapping worked,” Tyson Feller says. “A lot of people think what we do is all the same. But all the projects are so different in the process and challenges themselves.”

A good man is hard to find And while ambition and riprapping saved the company, Allen and Tyson Feller say their attention to detail and the talent of their employees has made them successful. “Part of our success is that most of our guys started with us and now they’re like us,” Allen Feller explains. “They take care of our clients like we do to the point that the clients have started asking for the guys who work for me by name.” “The guys that we have held on to have put us where we are,” agrees Tyson Feller. “We have some excellent operators who are so versatile and able to do what we need them to do. But they’re also just good guys and we do everything we can to take care of them.” Just as countless other contractors across the United States, both Allen

A wheel loader works at one of Feller Enterprises’ excavation sites in the Utah desert.

and Tyson Feller see finding more quality workers as the biggest challenge facing their company. “It’s hard,” says Allen Feller of finding the right people. “I’ve hired and been disappointed plenty and you just have to realize when you’re hiring that you can’t always believe what they say. You have to see how they work with you and how it all meshes.” Tyson Feller explains that the lack of skilled workers is especially painful since the company would like to grow a bit more. With the addition of a decorative rock crushing business, Feller Enterprises is in search of good managers in order to give Allen more time to oversee the whole operation. “I’ve been noticing in the last

couple of years we’ve been having trouble finding good operators too,” he adds. “Especially the younger guys, their work ethic isn’t there. That puts the strain on me which if we’re short on a foreman I’ve got to go out there.”

One piece of advice: rent As far as advice for other contractors goes, Allen Feller said he can’t recommend renting equipment enough. Beyond owning a few excavators and several pieces of compact equipment, Feller rents everything else as he needs it. “I have grown my business by renting so I didn’t have those huge payments. I love paying my bills on time. I love the satisfaction that if someone works for me they’re go-

ing to get paid,” he says. “We’re conservative so we don’t have a lot of everything. We just work hard with what we’ve got. My overhead has made it so that we can pay our guys and have enough to live on. We haven’t wanted everything. We’ve been willing to do without.” He adds that contractors would do well to place extra emphasis on customer service. “I think the greatest advice is always aim to treat your customers better, because what else have you got when you’re done? I look back at the people that have hired me and I thank God for them. They fed me and my family. They provided me with an opportunity to enjoy very exciting challenges,” he says. EquipmentWorld.com | January 2016 61

product report | by Marcia Gruver Doyle | MGruver@randallreilly.com

Liebherr’s new XPower wheel loaders offer standard power-split transmissions

All large Liebherr XPower wheel loaders will feature a power-split transmission as standard.

alling it a “significant milestone,” Liebherr says it will use a power-split transmission as standard throughout its entire new XPower large wheel loader lineup; a decision it says will

Quick Specs Model

Horsepower

Bucket capacity (cu. yds.)

L 550

191

3.82

L 556

224

4.30

L 566

272

5.02

L 576

292

5.62

L 580

313

6.21

L 586

354

7.17

62 January 2016 | EquipmentWorld.com

help give the machines up to a 30 percent fuel efficiency boost compared to conventional drive loaders. The loaders will debut at the bauma trade show in Germany next April, and appear in the United States by mid 2016. The power-split drivetrain on the L 550 through L 586 models combines a hydrostatic Operating drive and a mechaniweight (lbs.) cal drive, and uses a continuously variable 39,021 transmission gear40,565 box to automatically 52,690 adjust between the two drives, matching 56,658 the drive to the job at 60,957 hand. The hydrostatic transmission, for ex71,870 ample, excels at short

loading cycles going into a pile, while the mechanical transmission shines during long hauls and uphill drives. “We believe the power-split transmission is the future, because it has the advantages of both types,” says Martin Gschwend, sales director, Liebherr-Werk Bischofshofen. Another plus of this transmission: there’s less internal stress, which increases component life. Leibherr emphasizes that the power-split is standard, at no additional cost. In fact, Gschwend says the XPower loaders will only have a 1 percent inflation-related price increase when they start production. Each XPower model will now use the axle previously used in the next largest machine (for example, the new L 556 XPower will feature the

former L 566 axles). “We’re committed to increasing the lifespan of the loaders,” Gschwend says of this decision, “and customers expect more service.” To date, Liebherr says it has put more than 65,000 hours on prototype XPower loaders, testing them at a various customer sites, including quarries, sawmills and recycling companies. “There has not been a single main component failure,” Gschwend says, and the power-split transmission and larger axles “have proved to be particularly durable.”

Liebherr Power Efficiency legacy drive system continues The company is using its Liebherr Power Efficiency drive system (introduced on its previous loader lineup) to manage the Tier 4 Final Liebherr engine, transmission and hydraulics. The engines, mounted on the back of the loaders and thus eliminating the need for a counterweight, use SCR emissions reduction technology and operate at 1,100 to 1,800 rpms. The L 550 and L 556 use a 4-cylinder engine, and the L 566 to the L586 use a 6-cylinder engine. Because the XPower drivetrain independently supports braking, the operating brakes have only a support function, reducing brake wear. Tire wear is reduced by up 25 percent, due to the continuous force control in combination with automatic 45 percent self-locking differentials, providing tractive force whenever needed. “With 100-percent manual locks, most of the time when you need it, it’s usually too late, so we adjust it automatically,” says Mark Walcher, product manager for wheel loaders, Liebherr-Werk Bischofshofen. Liebherr offers both a Z-bar and an industrial linkage on its L 550, L 556, L 566 and L 580 models (see chart for additional specs). The Z-bar linkage now offers up to 20 percent more breakout force than previous models. Bucket floors

have been reinforced and strengthened, and bucket volumes have increased by .26 to .65 cubic yards from previous models, depending on the model. “Either linkage is available at no additional cost, so the customer can choose what’s best for his operation,” Walcher says. The redesigned tapered hood offers increased visibility. “Most operators like to drive through the mirrors and not through the display,” Walcher says, “so we took care with the view to the rear bumper.” Four working lights are now integrated in the rear hood, illuminating the back of the machine.

The XPower transmission uses a continuously variable transmission gearbox to automatically switch between a hydrostatic and a mechanical transmission, depending on the job at hand. The blue arrows above show the pathway of the mechanical transmission, while the orange arrows show the hydrostatic transmission. The green arrows represent the total transmission. As with most large machines, a rear view camera is standard. Continuing a feature found in previous machines, the cooling package is located right behind the cab, where the air is cleanest. This section of the back end is accessed by a hood that lifts up for air filter cleaning and maintenance. The remaining back hood opens backwards for access to the engine

compartment. In the open position, the hood also has a small service platform in front, allowing maintenance personnel to stand comfortably while working within the engine compartment. “On the way into the cabin, you can check several service points,” Walcher says. Underneath the leftside cabin stairs, there is access to several service points, including the transmission oil glass and greasing system. The cabin door can be locked in the open position, and the door lock also serves as an access step for cleaning the front window on the outside. XPower cabs became larger, increasing by roughly 4 inches in both width and length, and the air conditioner’s cooling capacity increased by 10 percent. The steering column can be adjusted to three different positions and a hydraulic control lever is integrated into the operator’s seat. Noting that different operators prefer different positions for the in-cab display, Liebherr made the touch-screen display adjustable. Larger window areas extend further than in previous models, improving visibility. The loaders are equipped with LiDAT, Liebherr’s telematics system. Data from the system can be accessed for one year free of charge.

The back hood moves backward to access the engine compartment. Inside the hood, a service platform gives mechanics a comfortable perch to work from. EquipmentWorld.com | January 2016 63

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• Motor graders • Off-highway trucks • Trenchers • Directional drills • Hammers/shears • Asphalt and concrete pavers • Cold planers • Compactors • Lasers • GPS systems

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

Trench collapse

Illustration by Don Lomax

A homeowner changes his mind, a boss leaves to do errands and the crew makes a fatal mistake

December 30: a time when the days are short, the weather is less than ideal and everyone’s in a hurry to finish work and go home for the holidays. Except, one construction worker never made it home. On this day, an excavation contractor was digging footings for a new home. The homeowner decided to change the plans from a two-car garage to a three-car garage, which moved the trench for the footing out into an area that had already been excavated and backfilled. The change also increased the depth of the trench from 3 feet to 8 feet. After discussing the changes, the contractor left the jobsite to run errands. He told the crew supervisor to take over, but warned workers to stay out of the trench. However,

the contractor had no written safety program and his Latino workers had little training and experience. With the homeowner on the jobsite growing visibly impatient, a 32-year-old worker asked the crew leader if he could go into the trench to clean out some dirt. The crew leader told him to go in, but to come right back out. The worker jumped in and walked to the deep end. A fissure opened on the surface and the wall of the trench collapsed, covering the worker completely. The homeowner called 911, and when the rescue crews arrived they ordered everybody out of the area. They used trench plates to secure the walls and removed 4 feet of dirt to retrieve the worker, who was pronounced dead at the scene.

How could this accident have been prevented? • The employer should have had a competent person conduct daily inspections of excavations and adjacent areas, and take the appropriate steps to protect workers. • The employer should have used adequate protection systems (like a trench box or shoring). • If not using protection systems, the contractor should have sloped the trench with the slope angle determined by soil type as defined by OSHA. • The employer should have developed and enforced a safety program and provided training in the native language of his workers.

More on this accident can be found at: www.cpwr.com. Center for Construction Research and training. www.cdc.gov/niosh/face/In-house/full200504.html

Date of safety talk: Attending:

Leader:

_____________________ EquipmentWorld.com | January 2016 65

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

Derrumbe en la zanja

Illustration by Don Lomax

Un propietario cambia de opinión, un jefe sale a realizar otras tareas, y la cuadrilla comete un error fatal

Diciembre 30, un tiempo en que los días se hacen cortos, el clima no es muy bueno y todo el mundo se encuentra apurado para acabar el trabajo e irse a casa para las fiestas. Excepto un trabajador de construcción que nunca llegó a casa en este preciso día. En esta situación, un contratista de excavaciones se hallaba cavando cimientos para una casa nueva. El propietario decidió cambiar los planes de la cochera de dos a tres carros, lo cual movía la zanja del cimiento hacia un área que ya antes había sido excavada y rellenada. El cambio incrementaba también la profundidad de la zanja de tres a ocho pies. Después de discutir los cambios, el contratista dejó el área de trabajo para realizar otras tareas y le dijo al supervisor de la cuadrilla que lo reemplace, pero le advirtió a los trabajadores que se mantengan lejos de la zanja. Pero el contratista no tenía un programa de seguridad escrito y sus trabajadores latinos tenían poca capacitación y experiencia. Con el propietario en el área de trabajo cada vez más impaciente, un trabajador de 32 años le pidió al líder de la cuadrilla si podía ingresar a la zanja a limpiar alguna tierra. El líder de la cuadrilla le dijo que ingrese pero que salga rápidamente. El trabajador

saltó dentro y caminó a la parte más profunda. Una fisura se abrió en la superficie y la pared de la zanja se derrumbó, cubriendo al trabajador completamente. El propietario llamó al 911 y cuando las cuadrillas de rescate llegaron les ordenaron a todos abandonar el área. Usaron placas de zanja para asegurar las paredes y retiraron cuatro pies de tierra para sacar al trabajador, quien fue pronunciado muerto en la escena.

¿Cómo pudo haberse evitado este accidente? • El empleador debió haber tenido una persona competente conduciendo inspecciones diarias de las excavaciones y sus áreas adyacentes y tomar los pasos apropiados para proteger a los trabajadores. • El empleador debió haber usado sistemas de protección adecuados como una caja de zanjas o reforzamiento de los bordes. • De no usar sistemas de protección, el contratista debió haber rebajado la gradiente de la zanja, con el ángulo de la gradiente determinado por el tipo de tierra tal como lo define la OSHA. • El empleador debió haber desarrollado y aplicado obligatoriamente un programa de seguridad y capacitación en el idioma de sus trabajadores.

Usted puede encontrar más sobre este accidente en: www.cpwr.com. Centro para la Investigación y Capacitación en Construcción (Center for Construction Research and Training). www.cdc.gov/niosh/face/In-house/full200504.html

Fecha de la charla de seguridad: Asistentes: 66 January 2016 | EquipmentWorld.com

Líder:

pro pickup | by Tom Jackson and Wayne Grayson

SEMA BLING

Scenes from the most outrageously fun and over-the-top car show in the country. EMA (Specialty Equipment Marketing Association) is one of the most exciting car and truck shows around. The show, held in Las Vegas the first week in November, show-

cases a ton of aftermarket products, but organizers also invite the country’s top builders and OEMs to showcase their best custom wares in and outside the Las Vegas Convention Center.

Here’s a brief snapshot of what the builders and OEMs had on display this year. For more photos and info, go to equipmentworld. com and type “SEMA” in the search bar.

Ford F-150 Customs To create its 2015 SEMA F-150, Airdesign used a litany of its latest aftermarket products including a front bumper guard, hood scoop, fender vents, fender flares, door moldings, rear tailgate applique, spoiler and floor liners. Ford says all of these modifications are relatively easy to carry out, making the look of this truck fairly achievable in the comfort of your garage or driveway.

The Kid Rock Chevy Silverado The bow-tie boys commissioned alt/country/rock-rapper to design a scheme for a truck that turned out surprisingly cool and understated. The base model for the Kid Rock Custom is a 2016 Silverado 3500 HD dually with a 6.8-liter, V8 Duramax diesel and Allison tranny. The seat backs carry a “Made in Detroit” logo featuring the silhouette of a worker. The custom black paint treatment is what sets this truck apart, with subdued, black and white American flag graphics on the doors and bedsides. EquipmentWorld.com | January 2016 67

Looking for safety resources? ..............................................

Equipment Worldâ&#x20AC;&#x2122;s Safety Watch articles are now available for download on our website. Designed for use in training and in toolbox talks, the articles cover a range of important safety topics such as falls, trenching, welding, back-over accidents and more.

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Each Safety Watch features an actual construction accident, and outlines ways to prevent similar accidents from occurring on your jobsite. AVAILABLE IN ENGLISH and SPANISH

Visit equipmentworld.com/safetywatch

pro pickup | continued

Gulf-Porsche F-150

Sporting the iconic colors and Gulf Oil logo of the Porsche 917 that won at Le Mans in the late 60s and early 70s, this F-150 from Galpin Auto Sports features a beautiful custom grille, a modified XTR body kit from Addictive Dessert Designs (ADD) and custom front and rear off-road bumpers and chase rack from SMP Fabrication with integrated Rigid Industries lighting. The chassis features an ADD stage-3 suspension kit, Sway-A-Way 3.0 front coilover suspension and bypass shock rear suspension, and a custom reinforced rear-end housing from Galpin.

Realtree/Bone Collector Chevy Using a black Silverado 1500 High Country crew cab with 4WD as the base, the Chevy Realtree Bone Collector concept truck features a woodland camo paint scheme with green accents. There’s even a storage vault in the bed that works as a gun safe. “It’s just a sweet, cool truck that can do anything when it comes to the outdoors,” said Michael Waddell, the “Bone Collector” star whose signature graces the side of the pickup.

EquipmentWorld.com | January 2016 69

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72 January 2016 | EquipmentWorld.com

EQUIPMENT INFORMATION

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final word | by Tom Jackson TJackson@randallreilly.com

Tell your story

ver heard of the 101st Airborne Division? Iwo Jima? Bunker Hill, Gettysburg, Black Hawk Down? And who could forget Bill Murray in the classic movie Stripes? People know these stories because the military makes it a point to tell them. The military does it well. The construction industry hardly at all. The Pentagon has a substantial budget to support movies that tell its story – and yes, even Stripes got to use Fort Knox for filming. Every major military installation has a public affairs office that tells its story internally through a post or base newspaper and externally by developing relationships with journalists and community leaders. When you stand in formation with an Army company, your unit’s flag will carry the battle streamers of every major engagement in which it fought. Those flags and streamers tell a story. Heaven help the soldier who goes before a promotion board and doesn’t know what those represent. Now, you may think that no construction company has a story that’s as dramatic as the Battle of the Bulge. However, that doesn’t mean you don’t have a story, or that your story is insignificant. Does the guy who started your company, your dad or your granddad, have construction in his blood? Did he help build the Hoover Dam or an important local project? Is his portrait on the walls of your office or reception area with a description of his accomplishments? That’s a story you need to tell. Has your company built or helped build something significant? The local high school, a hospital, a football stadium or the levees that protect a major city? Get a photo of those projects, blow

74 January 2016 | EquipmentWorld.com

How the military does leadership, Part 1 (first in a series) them up to mural size and display them along with the names of everybody who worked on the project. Have you been featured in a newspaper or magazine article? Has your company won awards? Those should be displayed prominently, and not just on the walls, but on your company website. Does your company stationary list the awards you’ve achieved? Does your company logo-wear tell that story? The construction industry is every bit as important to this country as the military. In many respects, the work is just as hard and just as dangerous. Yet, too many company owners have this aw-shucks-too-humble-to-go-braggin’ attitude, and that means their story never gets told. The reason a leader tells his organization’s story is because it gives everybody in that organization a better sense of purpose; of being part of something larger. If all you have to offer is a paycheck, then employees are going to walk every time somebody offers them $1 an hour more. Nobody joins the Navy SEALs or the Army Rangers for the money. Military pay grades are fixed regardless of the job. SEALS get paid the same as a supply clerk of equal rank. They do it because they’ve heard the story and they want to measure themselves against the story. They want to be a part of a team that is considered the best. The elite. The few, the proud. Most young people want this, but modern society offers few opportunities. The military offers that opportunity and so does construction. If you want motivated employees, if you want them striving to be their best, tell them your story. Give them a reason that’s bigger than money. Don’t hide your light under a bushel.

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