EQW0215combined by Tony Brock

FLEET PROFILE equipmentworld.com | February 2015

EXCAVATING CONTRACTORS CHANGE MACHINE MIX AS THEY GROW

P. 25

CTL sales surge – right machine at the right time

P. 29

Road Science: making the work zone less of a war zone P. 40 Future looks bright for heavy equipment and telematics P.13

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Vol. 27 Number 2 |

Cover Story

FLEET PROFILE:

table of contents | February 2015

WHAT ARE THE EQUIPMENT BUYING TRENDS FOR EXCAVATING CONTRACTORS? USING A CROSS SECTION OF CONTRACTORS, WE USE DATA FROM EQUIPMENT DATA ASSOCIATES TO EVALUATE FLEET MIX, POPULAR MACHINES, USED VS. NEW AND MORE.

Equipment 19

Marketplace

John Deere’s compact wheel loaders, Bergkamp’s variable width spreader box, Ditch Witch’s MR90 mud recycler, Vermeer’s Navigator horizontal directional drill and more.

Machine Matters

Compact track loaders CTL sales are way up. Do contractors have a newfound appreciation for their inherent advantages?

EquipmentWorld.com | February 2015 5

table of contents | continued

Departments 9 On Record Getting out of the highway funding talk dead end 13 Reporter Advisor Chris Rezendes speaks to AEMP about the internet of things; U.S. contractors optimistic about 2015; ARA expects heavy equipment rental growth

57 Safety Watch Working around electricity is serious business 61 Quick Data Excavators 67 Contractor of the Year finalist Landon Floyd; Precision Pipeline; Cedar City, Utah

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Editorial Director: Marcia Gruver Doyle Executive Editor: Tom Jackson Managing Editor: Amy Materson Online Managing Editor: Wayne Grayson Executive Trucks Editor: Jack Roberts Spec Guide Editor: Richard Ries Editorial Intern: Brittany Johnson 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

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Word 82 Final Los Angeles at a tipping point: get serious about public transportation or sink into Third World status

Features 40 Road Science Making the work zone less of a war zone

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51 Maintenance New HD diesel oils are coming 62 Better Bridges DOTs: What’s needed now to repair our nation’s bridges

71 World of Asphalt preview What to look forward to from the show, including educational seminars and new products

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.

February 2015 | EquipmentWorld.com

Editorial Excellence Special Section Gold Award, 2006 Midwest-South Region, American Society of Business Publication Editors Editorial Excellence News Analysis Gold Award, 2006 Midwest-South Region, American Society of Business Publication Editors Editorial Excellence News Section Silver Award, 2005 Midwest-South Region, American Society of Business Publication Editors Robert F. Boger Award for Feature Articles, 2005 Construction Writers Association Robert F. Boger Award, 2002 Sept. 11th Feature Articles

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on record | by Marcia Gruver Doyle

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Getting out of the highway funding dead end

ll the talk about the upcoming highway bill reauthorization – now in an extension until May – had a familiar ring to Ben Brock, president and CEO, Astec Industries. “I’ve been around this industry all of my life and I was starting to hear the same stories,” he told me during a break at the National Asphalt Pavement Association annual meeting. This time, however, he believes there is a golden opportunity for things to be different. “I think this is the best shot we’ve had in 10 years,” Brock says of passing a long-term funding bill. Fuel prices are down, there’s several new people in Congress and people are seeing the direct result of neglect on the roads they drive. Which is why Astec has started the “Don’t Let America Dead End” campaign. Brock readily admits the idea is hardly revolutionary: a website – www.dontletamericadeadend.com – dedicated solely to prompting people to write their Congressional delegation in support of a long-term highway fix … again and again. “The only reason for the website is to get people to contact Congress in support of long term highway funding,” he says. “The initial process takes about four minutes,” he says. In fact, the “take action” button on the Astec site goes directly to the Association of Equipment Manufacturer’s “I Make America” site, which already had a “send a letter” function. Give your name, address and email, and a letter to President Obama and

your specific Congressional delegation pops up. Don’t like the wording? You can delete some or all of it... Letter writing campaigns have long been part and parcel of politics. But while associations are good at motivating their membership, Brock didn’t see the highway funding message going to vendors, clients and their employees, who also have a direct stake in the issue. So Astec send out a kit – FedEx’d to select vendors and clients – detailing the campaign and asking for leadership on this issue. His hope? That these people will pass on the message to their employees and customers in all 50 states, who will be motivated to repeatedly contact their delegations, especially leading up to May, when funding for the Highway Trust Fund runs out. He notes that once you’re in the system, another letter from you takes about 30 seconds to send (unless, like me, you’re the type that wants to use their own words). Repeatability is key, Brock says. “Our goal is to get everyone to contact them at least once a month through May. Typically, a member of Congress will get a list from their staff detailing how many people they heard from on a certain issue, pro and con. We’re trying to make it easy for the industry to help themselves.” And unlike most corporate ideas, Brock is urging people to steal away; anyone who wants to use it is welcome to do so. “It’s the best shot we’ve had in 10 years, so we need to give it our best shot,” he says.

EquipmentWorld.com | February 2015 9

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reporter | by Equipment World staff

The internet of things “ Own it, control it, and get out in front of it... or it will control you.” – Chris Rezendes, INEX Advisors

hile heavy construction with its dirt, diesel, concrete, asphalt and steel, may seem like the one industry furthest from the hightech world of internet of things, Chris Rezendes says it is the industry most likely to benefit. “You are the leading edge of what we do in the built environment, and IoT is the instrumentation of that environment,” Rezendes says. Rezendes was the closing speaker at the Association of Equipment Management Professionals Asset Management Symposium in November. He has 22 years experience in the technology field. He and his team at INEX Advisors (http://inexadvisors.com) help clients find promising growth opportunities in the digital/IoT world. You’ve probably heard the hype about the Internet of Things – sensors and computer chips embedded in everything from thermostats to jet engines. Rezendes has heard the hype, and he hates the hype, but says: “I’m betting my economic future that we will deploy sensors, they will create value and they will drive change in just about every system on the planet that matters to us.”

Construction on the front lines What Rezendes calls the “instrumentation of assets,” is the use of sensors and embedded communica-

tion devices in the machines that do the work and digital plans and models used to create the physical objects that contractors build. “You know as much about this as any other community on the planet,” Rezendes says. The fact that your teams include civil engineers, structural engineers, environmental engineers, finance, accounting, marketing logistics and other experts means you’ve already done the hard work,” he says. From the topos and site plans to the material take offs, utility locations, blueprints, fuel burned, hours accumulated ... some form of digital device is tracking and recording on instruments, computers and sensors nearly every move you make.

GE is on the prowl If you’re not instrumenting your assets or collecting data with your machines and processes there are a lot of companies who would like to do it for you. And that should give you cause for concern, Rezendes says. Three years ago, Jeff Immelt, CEO of General Electric, declared the “industrial internet” will be the future of GE, Rezendes says. “They are looking at instrumenting all manner of industrial machines, equipment and more. And they’re doing it really well,” he says. Heavy equipment operations, with EquipmentWorld.com | February 2015 13

reporter | continued their low rates of telematics and GPS implementation represent the next big opportunity for these companies. “You should feel threatened, at least a little bit, by big technology companies trying to instrument your assets for you,” Rezendes says. “I’m going to tell it to you straight: He or she who controls the intelligence – the data about those assets, inventories and areas of operation – will control that market, the customer, the regulatory environment and the supply chain. They will control you,” he says.

More than machine hours What Rezendes was describing is more than just fleet management telematics, although that’s an important entry point for many. “In the operating environments where you work there will be more and more persistent surveillance. Hard assets, roads, bridges tunnels, pipelines; they will all be increasingly instrumented, pushing data to the cloud and those areas of operation where you, your customers, equipment, clients and partners work,” Rezendes says. The “digital oilfield” is a good example, Rezendes explains. Fracking, oil exploration and drilling operations and the pipelines that connect all this are heavily instrumented. “You best make sure that the assets you operate in those environments are at least that intelligent,” he says. “You don’t want to be the dumb kid on the jobsite. It is a joint-operating environment and if you are going to participate in the growth of energy exploration in the Americas or the world your assets better be intelligent as hell because theirs are.”

Bridges and roads get smarter Intelligent road systems are another lucrative market. Right now the $150 billion transportation construction market in the United States is almost “all dark,” Rezendes says, meaning almost none of it is wired and monitored by sensors. But that may soon change, he says. “We have 70,000 bridges in the United States and at least 30 percent have national economic, security and natural disaster response implications,” Rezendes says. Instrumentation of these assets can help DOTs better manage and monitor these critical infrastructure systems. If you’re building the bridges and roads, you need to get into the business of deploying those sensors, Rezendes says. “Create subscription services for people who want access to those services. If your people and equipment are on that jobsite why not take a look at what else you might instrument and how you might create value. The expectation of your customers is that there will be a digital set of deliverables to go along with your physical deliverables,” Rezendes says. –Tom Jackson Resources If you would like to learn more, Rezendes will be presenting again at AEMP’s Annual meeting March 2015. Additional information here: http://www.aemp.org/annual/. AEMP has also been instrumental in developing a brand-agnostic telematics standard for the heavy equipment industry and now has a beta version available for download. Check it out at: http://www.aemp.org/aemaemp-telematics-standard/.

U.S. contractors optimistic about 2015: 80 percent plan for new hires, new equipment

fter finishing 2014 with employment at nearly a six-year high, hiring within the construction industry is expected to expand at an even faster rate in 2015, according to a new survey and forecast from the Associated General Contractors of America. The survey, which included more than 900 construction firms in 48 states and the District of Columbia, indicates 80 percent of these firms said they plan on expanding their payrolls in 2015, compared to last year’s survey, when only 57 percent of

14 February 2015 | EquipmentWorld.com

contractors said they planned on hiring. However, most of the responding firms only plan on making modest expansions, with 90 percent planning to expand their number of employees by 25 percent or less. AGC chief economist Ken Simonson warned these firms will continue to face a shortage of skilled workers to choose from when hiring. The survey reported 87 percent of firms having a hard time filling skilled positions, with craft workers, project managers, supervisors and estimators being (continued on page 16)

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reporter | continued from page 14 the most difficult to fill. To offset this difficulty, 51 percent of respondents have increased base pay rates to retain construction professionals while 46 percent have done so to keep craft workers. For the first time since the AGC began the survey in 2009, a majority of contractors are optimistic about the coming year, with 60 percent saying they expect the market will grow. Another 21 percent said they expect the market to grow in 2016. Of the respondents, 79 percent said they plan to purchase new equipment this year while 81 percent said they plan to lease. Two-thirds of the respondents said these equipment purchases will be $250,000 or less. –Wayne Grayson

ARA expects heavy equipment rental growth in 2015

he American Rental Association said it expects the 2015 U.S. construction/industrial equipment rental market to grow 8.5 percent this year, reaching $26 billion. General tool rentals will grow 8.8 percent to $9.9 billion, the association predicts. “The industry growth forecast remains more than double that of the overall economy,” says Christine Wehrman, ARA’s executive vice president and CEO. ARA says this growth will occur in part because of strengthened economic conditions. “The number of positive offsets in commercial construction, multifamily housing, healthcare and

manufacturing help to counteract the drop in oil prices and contribute to the strong 2015 growth projections,” says Scott Hazelton, managing partner with IHS, which compiles data for the ARA Rental Market Monitor. And Hazelton notes even a decrease in oil prices will not mean growth in the crucial energy sector will stop, although natural gas and oil extraction growth will be slower this year and next. “IHS already had projected softness in the energy markets for 2016, so the quick drop in oil prices now presents less of a change in the overall forecast for the equipment rental industry,” he says. – Marcia Gruver Doyle

Briefs

KCMU to build excavator plant in South Carolina Kobelco Construction Machinery will build an excavator plant on an 85-acre site near Spartanburg, South Carolina. The plant will start producing 1,800 units of a 20-metric-ton model in January 2016. KCMU, which currently operates out of Katy, Texas, plans to finalize site purchase in April, construct the plant and install machinery, completing everything in December.

16 February 2015 | EquipmentWorld.com

Larry Weyers named president of Manitowoc Cranes Manitowoc Cranes has named Larry Weyers, a 16-year company veteran, as the company’s president. He previously served as global executive vice president for the cranes division. He will replace Eric Etchart, who is stepping down from his role of president and into a vice president role as part of The Manitowoc Company’s succession plan for Etchart’s upcoming retirement. Etchart has served as president of the cranes business for the past eight years. Etchart will assume duties as senior vice president for business development at Manitowoc.

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marketplace | by Amy Materson | AMaterson@randallreilly.com

EDITOR’S PICK

SMOOTH TURNING RADIUS John Deere says the company’s newest compact machines, the 244K and 324K compact wheel loaders, deliver features specifically requested by their customers. The loaders, which offer a range of improvements when compared to their predecessors, the J-Series models, feature tight turning, standard shift on fly two speed and higher hydraulic flow increase for attachments. Both the 244K and the 324K have a Tier 4 final diesel engine with a two-speed transmission, and low- and high-speed ranges deliver infinitely variable travel speeds from standstill to standard

speed. The 244K delivers 64 horsepower at 2,400 rpm with 10,792 pounds of breakout force and an 8,183-pound full-turn tipping load. The 324K delivers 70 horsepower at 2,400 rpm, with 12,364 pounds of breakout force and a 9,766-pound full-turn tipping load. The machines feature bucket capacities of 1.0 to 1.4 and 1.4 to 2.0 cubic yards, respectively. Deere says the units’ oscillating stereo steering delivers a smooth turning radius that is up to 20 percent tighter than comparable models, boosting both cycle times and material retention when working in rough terrain. The K-Series models also offer higher tipping load capacities than their predecessors, and the hydrostatic drivetrain’s infinitely variable range enables the operator to precisely match travel speed. A 100 percent front differential lock activates via a joystick pushbutton, and manual low-speed differential lock provides traction for large bucket loads. Cab features include unobstructed attachment views, tilt steering, an adjustable suspension seat, electronic monitor and convex mirrors. Also, the boom, bucket and forward/neutral/reverse switch are all located on the same lever, enabling one-hand control. Serviceability is achieved through a transverse-mounted engine, extended service intervals, environmentally friendly drains and sight gauges. The machines are compatible with more than 35 attachments.

EquipmentWorld.com | February 2015 19

marketplace | continued

EASY TRANSPORT

Boost profits by reclaiming, recycling and reusing drilling mud with Ditch Witch’s MR90, a self-contained mud recycler that can be transported while the unit is full of fluid – the only unit of its kind with this capability, according to the company. Powered by a 25-horsepower Kubota Tier 4 engine, the MR90 has a 450-gallon mud tank – a 110-gallon clean tank and 340-gallon first-pass mud tank. Each tank has a 3-inch connection at the drain to enable vacuuming mud for reduced jobsite cleanup. A 300-gallon freshwater tank not only enables for extra drilling fluid capacity but also allows for equipment cleanup. The easy-to-service screens are also simple to change, and hydraulic leveling, paired with a hydraulic jack on the tongue of the trailer, provides fast setup for increased efficiency. The unit also features a rear onboard hopper that catches all screened spoils, and an integral mixer that enables the operator to mix drying additives into the spoils. An automatic pit pump control incorporates a float sensor that is automatically turned off when the recycler is not manned, preventing overflow. The MR90 also offers single-point operation, as controls can be reached from the onboard catwalk or from ground level. An onboard high-pressure wash pump is included for cleaning equipment. Available options include remote control of the pumps, which simplifies machine operation for smaller crews and a commercial grade 14,000-GVWR trailer with LED lights, hydraulic jack and integral tool storage. 20 February 2015 | EquipmentWorld.com

ELIMINATE CONSTRUCTION JOINTS

Experience flexibility in microsurfacing work with Bergkamp’s Variable Width Spreader Box (VSB). Available in 8- to 13-foot, 9- to 14-foot and 10- to 15-foot models, the VSB eliminates construction joints with its ability to expand and contract while paving. An optional 16-foot width is also available. The unit has four augers – two to feed the material to the center of the box, and two to evenly distribute the mix during placement. The VSB connects to the paver’s hydraulic system and adjusts when the operator uses the levers located on the handrails of the box. The fully expandable, hydraulically driven ribbon augers have a 12-inch pitch, while the primary and secondary strike-offs can slide within a guide tube when the box expands or contracts during paving. The unit is designed to fit Bergkamp pavers but can be customized for other brands.

marketplace | continued

BOOST JOBSITE COMMUNICATION

Streamline communication on the worksite with Jobsite Unite, a mobile and web-based communication platform that allows superintendents, foremen, project managers and workers to more effectively communicate, boosting safety and awareness. The system works by allowing workers to check-in using tablets or smartphones, enabling location-based communication while creating a roll call. Users can view tasks or images, locate contacts and interact on projects. The platform eliminates duplicate or mishandled data while reducing texts, emails and voice messages. The centralized platform promotes better workflow, ensuring a more productive job environment. General contractors can purchase and set up individual Jobsite Groups, granting access to members of the project team. Users can sign up for free and create an account, which will then allow them to download Android and iOS versions of the application via Google Play or the App Store. The dashboard allows managers to establish group profiles, monitor activity or discussions, post messages and send out real-time push notifications.

TWO DRILL ROD OPTIONS

Vermeer’s Navigator horizontal directional drill is the first Tier 4 Final drill to hit the pipeline market, as the company has upgraded the D100x140 S3’s engine to a 275-horsepower Cat diesel that meets emissions standards while providing 100,000 pounds of thrust/pullback, 14,000 foot-pounds of rotational torque and 203 rpm rotations speed. With two Firestick drill rod options – 15 and 20 feet – the Navigator handles a range of jobs. The 15-foot rod option is useful for jobsites that need a machine with a smaller footprint, while contractors looking for max on-board rod footage whould choose the 20-foot rod. Both rods have one-piece construction, and stackable rod boxes with a single pin design and auto lock enable loading an additional

22 February 2015 | EquipmentWorld.com

rod from an upper rod box. An on-board knuckle boom crane is available as an option, and provides the ability to add rod boxes. The D100x140 S3 features the DigiTrak Aurora display – a touch screen interface for horizontal drilling. The display has real-time locate information, allowing the operator to better monitor drill performance. The drill’s InSite asset management system, available as an option, provides real-time machine data delivered via multiple platforms, such as tablets or other mobile devices. Service is made simple via a pivoting swing-out door that allows for easy access to hydraulic components, and a flip-up panel accesses the engine bay. A separate enclosure contains the battery, fuses and controller. Steel tracks ensure long wear life.

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FLEET PROFILE

MarciaGruver GruverDoyle Doyle| | MGruver@randallreilly.com MGruver@randallreilly.com contractor of the year |bybyMarcia

The financed equipment buying habits of excavating contractors

What have excavating contractors been buying in the past five years? To get a clearer picture of the answer to this question, we delved into data provided by Equipment Data Associates, which tracks new and used financed buys.

e were also interested in how a contractor’s buy list might change as he increased in size. For example, what would be the top three types of equipment for a contractor with annual sales of less than $5 million, compared to one with sales of more than $16 million? As you’ll see, there were some

intriguing differences. For this study, we looked at equipment financed during the years 2010 through November 2014. Since financed sales take time to be processed, and since this data was compiled the week of Dec. 29th, we did not include December 2014 data. While Congress’s lastminute reenactment of the Section 179 deduction and bonus depreciation will likely have an

For this report, the 71 contractors we examined were divided into three size groups, as determined by annual sales reported by Dun & Bradstreet: Small, under $5 million, 28 contractors Medium, $5 to $15 million, 23 contractors Large, $16 million and above, 20 contractors In total, these 71 contractors financed around 5,758 machines during the past five years, including more than 2,780 new and 3,070 used units.

EquipmentWorld.com | February 2015 25

FLEET PROFILE

excavating contractors

impact on the final numbers for 2014, we feel confident we are able to discern buying patterns for this segment with the data we had. We further sorted this data by the most active segment of excavating contractors – those who’ve bought 50 machines or more since 2010 – and defined by industry codes SIC 1794 (excavating contractor) and NAICS 238910 (site preparation contractors). Editorial judgment settled questions on the suitability of including a contractor into the sample.

Types of machines There were some significant differences in the top buy list of machines among the three different size segments in our sample of excavating contractors. While excavators naturally topped the list for all three sizes, the order from then on shows some different buying patterns, especially between small- and large-size excavating contractors. Large-size contractors had no compact equipment in their top buy list, and yet were the only size segment that included backhoes.

Komatsu 7% Volvo 6% Others 25%

26 February 2015 | EquipmentWorld.com

NEW EQUIPMENT: 5-year top financed buys (number of units) Under $5 M

$5 to $15 M

$16 M +

Excavator (155)

Excavator (207)

Excavator (142)

Wheel loader (68)

Crawler dozer (103)

Crawler dozer (94)

Articulated truck (65)

Wheel loader (77)

Wheel loader (67)

Compact track loader (58)

LGP dozer (51)

Class 8 truck (49)

Compact excavator (55)

Articulated truck (44)

Backhoe (36)

Crawler dozer (53)

Compact track loader (43)

Articulated truck (33)

LGP dozer (42)

Compact excavator (32)

Motor grader (32)

Skid steer (37)

Class 8 truck (27)

LGP dozer (28)

We should also note two items that appeared on the top new equipment financed lists that are not self-propelled machines: • 80 light towers, bought by contractors in the large-size segment; • Global positioning systems, bought by both medium- and large-size contractors. Medium-size excavating contractors in our segment, however, made 33 of their total 34 GPS purchases in 2011 and 2012. Large-size contractors had a totally different pattern, with 25 of the total 33 purchases happening in 2014.

USED EQUIPMENT: 5-year top financed buys (number of units) Under $5 M

$5 to $15 M

$16 M +

Excavator (180)

Excavator (197)

Excavator (112)

Articulated truck (121)

Crawler dozer (151)

Articulated truck (104)

Crawler dozer (101)

Articulated truck (103)

Crawler dozer (93)

Motor grader (73)

Class 8 truck (90)

Motor grader (48)

Single drum compactor (68) Wheel loader (65)

Wheel loader (45)

Wheel loader (58)

Single-drum compactor (60) Rigid-frame truck (36)

Backhoe (43)

Motor grader (45)

Scraper (31)

Class 8 truck (40)

LGP dozer (45)

Class 8 truck (31)

Looking at used financed sales in the past five years, two items are striking. While motor graders only made it to the large-size contractor list in new equipment buys, these machines appeared on the used top buy list of all three sizes of contractors. Compared to the new top buy list, small-size contractors in our sample prefer to buy their backhoes used rather than new, and their compact equipment (skid steers, compact track loaders and compact excavators) new rather than used.

Deere 17%

Cat 37%

Brands Cat and Deere lead the way for this sample of excavating contractors, with 37 percent and 17 percent market share for financed new and used machines (new and used), respectively.

continued contractor of the year | by Marcia Gruver Doyle | MGruver@randallreilly.com

Top models In our sample, Catâ&#x20AC;&#x2122;s popular 336E L excavator appeared on the new top list of all three sizes of contractors. While contractors seem more willing to consider multiple brands when purchasing new, the top financed used chart was dominated by Cat machines, with the exception of the Volvo A40E articulated truck.

Under $5 M

$5 to $15 M

$16 M +

Bobcat S570 skid steer (23)

Deere 850K dozer (34)

Mack Granite GU713 on-highway truck (37)

Cat 336E L excavator (24) Cat D6T XL dozer (25)

Cat 336E L excavator (19)

Volvo A40F articulated truck (20)

Cat 336E L excavator (25)

Cat D6T XW dozer (17)

Komatsu PC360LC-10 excavator (18)

Deere 624K wheel loader (18)

Cat 936D wheel loader (14)

business owners to take an additional 50 percent depreciation above the Section 179 deduction on construction equipment bought during the year, lowering their taxable income. This depreciation also was in effect in 2012 and 2013, and yet there was only a pronounced buying surge in December in our sample group in 2012 and then only with the large-size contractors. (It must be noted, however, that contractors knew throughout these years they could apply the bonus depreciation to any new purchases made that year; in 2014, this knowledge came so late the impact was probably muted.)

Deere 9510R tractor (15)

Cat D6T LGP dozer (13)

Cat 349E L excavator

Used sales trends

NEW EQUIPMENT: Top 5 financed models*

*New at time of finance; some models may not be current. Number of units, self-propelled machines, 2010-Nov. 14

USED EQUIPMENT: Top 5 financed models*

USED EQUIPMENT: 5-year sales trends 400 350 300

Under $5 M

$5 to $15 M

$16 M +

Cat D8T dozer (27)

Cat 140H motor grader (18)

Cat 740 articulated truck (34)

Volvo A40E articulated truck (23)

Cat D6R XL dozer (18)

Cat D8T dozer (32)

100

Cat 725 articulated truck (22)

Cat 330D L excavator (18)

Cat D6T XL dozer (15)

units 2010

Cat 140H motor grader

Cat D6T XL dozer (18)

Cat 627G scraper (14)

Cat 330D L excavator

Cat 730 articulated truck (15) Cat 623G scraper (13)

*Number of units, self-propelled machines, 2010-Nov. 14

New sales trends NEW EQUIPMENT: 5-year sales trends 400 350 300 250 200 150 100 50 units 2010 Under $5M

2011

2012

$5-15 M

2013 2014* $16 M +

*Through Nov. 2014. Number of financed units.

Although our 2014 tally does not include December, large-size excavating

contractors in our sample were clearly financing more machines in 2014 than in 2013. The large-size segment saw a whopping 47 percent increase through November 2014 compared with all of 2013. Medium-size contractors financed 26 percent more machines during the same period. Small-size contractor buys, however, took a dive in 2014, decreasing by almost 35 percent. Past history with this sample indicates the bonus depreciation, enacted in mid-December, may not have a significant impact in the final 2014 tally. The 2014 bonus depreciation allowed

250 200 150 50 Under $5M

2011

2012

$5-15 M

2013 2014* $16 M +

*Through Nov. 2014. Number of financed units.

Used equipment buys by our excavating contractor slice were much more erratic, generally trending downward for the past two years. Financing a total of 1,206 used machines during the past 5 years, medium-size contractors edged out small-size contractors, who financed 1,061 machines. Large-size contractors were the least likely of the three groups to financed used machines, at 801 units. Since the bonus depreciation only applied to new purchases, it will have no impact on 2014 financed used purchases. However, Congress also reinstated the Section 179 deduction in the same bill as the bonus depreciation, which could be applied to used machine buys. EquipmentWorld.com | February 2015 27

Text INFO to 205-289-3715 or visit www.eqwinfo.com

machine matters | by Richard Ries

WHY CTLS ARE MVPS Compact track loader sales are up – way up. Greater appreciation for their inherent advantages plus better cost control contribute to their popularity.

ccording to Equipment Data Associates numbers, compact track loaders accounted for roughly 20 percent of all financed equipment in 2014 by number of units. That’s a huge share. We asked sources what they thought was driving these numbers. Did customers have a newfound appreciation for the inherent advantages – greater stability, lower ground pressure, higher tractive effort – of CTLs? Had market conditions changed to favor these machines? And how were customers adjusting to the higher initial costs and higher O&O costs of CTLs compared to skid steer loaders and compact wheel loaders? What we discovered is that as a result of the recent soft economy, successful companies have become much better at understanding their needs, finding the right equipment to fit those needs, and getting the most return on that equipment with high utilization rates and careful cost control. One result of this more sophisticated approach to doing business is that CTLs have moved into the spotlight.

Case Construction Equipment

The Tier 4 Final TR310 Alpha Series track loader features wider tracks, a greater overall width and lower ground pressure than other medium-frame CTLs in the Case lineup. Weighing in at 8,800 pounds, the 74-horsepower machine has 232 foot-pounds of torque and increased hydraulic flow. The EZ-EH setup menu has nine optimal preset speed and control settings.

EquipmentWorld.com | February 2015 29

machine matters | continued CTLs aren’t the perfect machines for every situation; compact wheel loaders and skid steers still perform better in many applications. The biggest advantage to tires is travel speed, says Brent Coffey, loader product manager with Wacker Neuson. “Most CTLs have a top travel speed of 8 or 9 mph while skid steers top out around 12 mph. That doesn’t sound like a lot until you calculate the amount of ground covered in a day or a week or a month.” Warren Anderson, brand marketing manager for Case Construction Equipment, agrees. “Machines with tires are quicker and have higher top speeds than tracked machines,” says Anderson, “and skid steers, especially, have an edge in maneuverability, making them wellsuited for applications requiring tight turns.” Why not get over-the-tire (OTT) tracks for a skid steer and have the best of both worlds? Fitzgerald says CTLs have more track on the ground, which enhances performance of the CTL over the OTT-equipped skid steer. And tracks over tires can complicate tire repairs.

A better understanding “The better understanding customers have about which type of loader they need to get their jobs done efficiently and profitably, the more growth the compact track loader market sees,” says Jonathan Ferguson, regional sales manager with Terex Construction Americas. He says that since CTLs and skid steers accept the same attachments and serve the same markets, the decision often comes down to the type of underfoot conditions.

Takeuchi

Takeuchi’s radial-lift TL8 compact track loader weighs approximately 8,345 pounds and has a tip-load of 6,020 pounds. The 74.3-horsepower TL8 has double reduction planetary drives that provide traction forces of more than 9,100 pounds, combined with a bucket breakout force exceeding 6,800 pounds. Other features include a new LCD mutli-information display and switch bank, low-effort pilot controls and proportional auxiliary switches.

Terex

New Holland Construction

New Holland’s C232 compact track loader’s SuperBoom vertical lift provides maximum reach at the top of the lift curve. Designed with a dozer-style undercarriage, the C232 allows loaders to take and maintain control in muddy or sandy terrain. 30 February 2015 | EquipmentWorld.com

The Terex Generation 2 loaders are available in radial and vertical lift-path patters with rated operating capacities ranging from 665 to 3,600 pounds. Features include hightorque, stainless-steel clamps, upgraded hydraulic couplers, 1-million-cycle hoses on all high-pressure applications, new standard and heavy-duty “W” style crimps on loader and drive hoses, and improved O-ring installation process.

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QEXC1847 © 2015 Caterpillar. All Rights Reserved. CAT, CATERPILLAR, BUILT FOR IT, their respective logos, “Caterpillar Yellow,” the “Power Edge” trade dress as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.

machine matters | continued But sometimes demand is fueled by customers willing to ignore common wisdom, including the belief that CTLs are best in soft underfoot conditions whereas hard surfaces favor skid steers. “While it’s true that operating on hard surfaces can accelerate track and undercarriage wear, some customers realize the benefits of track loaders for some hard-surface applications,” says David Caldwell, product and training manager with Takeuchi. He cites cold planning as one example. “A track system can provide a more stable platform, enabling the drum of the cold planer to maintain better contact with the surface being milled.” The ability of CTLs to manage attachments well in a broad range of conditions adds to their appeal. “Operators are moving to smaller, multi-purpose equipment instead of investing in more specialized, dedicated machines,” says Ashby Graham, global product manager for skid steers and CTLs for JCB. “A CTL with a mulcher head can go into residential areas to clear trees

Gehl

and brush. With additional attachments that same machine can be used to trench a sprinkler system and transport and place boulders for a retaining wall.” In 2014, Mother Nature also had a hand in boosting sales of CTLs. “Most of the United States, where CTLs are sold in high volumes, had very wet conditions in 2014,” says Tharen Peterson, construction products marketing specialist with New Holland. “Customers looking to add equipment when it’s rainy and muddy will favor a CTL. And those who own skid steers and are not ready to buy a new machine but have work to do in muddy conditions are likely to rent a compact track loader.”

Operating tips Many skills that apply to the operation of skid steer loaders also work on compact track loaders, but CTLs do have some unique considerations. Full pilot or electronic controls are standard on some CTLs. Caldwell says opera-

Gehl’s radial-lift RT Series track loaders have the IdealTrax automatic track tensioning system that eliminates manual track tensioning and increases the life of the tracks, sprockets and bearings. Other features include straight tracking, lowered rear towers, a large operator’s compartment, auxiliary hydraulics, and Quick-a-Tach or electronic Power-aTach attachments systems. 32 February 2015 | EquipmentWorld.com

tors accustomed to hand and foot controls on skid steers may have to adjust to these control types when switching to CTLs. Gregg Zupancic, product manager of skid steer and compact track loaders with John Deere, says OEMs are working hard to make machines match operators’ expectation rather than forcing operators to conform to machines’ quirks. He says Deere offers both foot and joystick controls and that the joystick control pattern can be switched between ISO and H-patterns. He says modes for travel and work can be set to operator preferences and can be set independently. For example, travel speed can be set to creeper mode while the work mode is set to Production (fastest) when using a chain-type trencher. Ferguson says many operators run their CTLs as if they were skid steers, but he says some changes are required in order to minimize wear and maximize productivity. He offers these four tips: • While CTLs can be maneuvered

Wacker Neuson

Wacker Neuson’s line of compact track loaders – 3,500-pound rated operating capacity ST 35 radial lift and the 4,500-pound ST 45 vertical lift – feature a 74.3-horsepower turbocharged Perkins Tier 4 final engine, H-pattern or ISOP joystick hydraulic pilot controls, high floatation tracks, double-steel reinforced Bridgestone rubber tracks and twospeed transmission.

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machine matters | continued by counter-rotating the tracks, it’s a bad idea. On hard surfaces this greatly reduces track life. In loose conditions a lot of material gets pulled into the undercarriage, accelerating wear. “Three-point turns, rather than spinning or counter-rotating, will save on undercarriage wear and will also minimize ground disturbance.” • Maintain a 90-degree approach to transitions, such as curbs and ledges, to ensure both tracks retain maximum ground support. • Keep material in front of the loader to reduce the amount of material getting into the tracks. “Work the pile from the sides and then the middle,” says Ferguson. • When operating on inclines, move slowly and avoid sudden changes in direction. Carry loads low to maximize stability at all times. Tim Boulds, construction product operations manager for Kubota, says that differences in weight distribution can affect handling. “While a CTL’s weight is typically split 60/40 rear/front, most SSLs are around 70/30 rear/front. Operators need to take it slow and easy as they learn how these differences affect operation.” Operators with a keen feel for skid steer performance may need to re-learn that sense of feel with a CTL, says Brian Rabe, senior product manager for skid steer and track loaders with Gehl. “Because CTLs have more capacity for pushing and moving material, these operators may have to push the machines harder than they’re used to doing with skid steers.” The footprint of a CTL is generally longer and wider than that of a comparably-sized skid steer, so operators need to be mindful of where their tracks are positioned relative to where the wheels would be with a skid steer, says Anderson. “Probably the biggest thing to keep in mind is that CTLs react differently to terrain. They’re very stable, even in varied terrain, whereas skid steers tend to move more in direct relation to changes in terrain.” Despite differences in operating characteristics CTLs are, like most modern equipment, built to be intuitive and easy to operate and operators jumping from one type of loader to another should have little difficulty. “CTLs enjoy most of the same operating features and capabilities of skid steers,” Anderson says, “so it’s easy for contractors to make the switch.” Coffey says operators’ main challenge is to understand their impact on service and repair costs. “There’s not so much a learning curve when moving from a skid steer to a CTL as it is developing operating habits that help minimize maintenance on the machine.” Mike Fitzgerald, product specialist at Bobcat Company, says that compact track loaders may be wider and heavier than comparably-rated skid steers, changes in towing equipment may be required for transporting a CTL. 34 February 2015 | EquipmentWorld.com

John Deere

John Deere’s E-series compact track loaders have integrated auxiliary lines for improved visibility and added protection and cab improvements, plus an exclusive option where the operator can shift between three all three industry control patterns. Options include a new keyless-start sealed switch feature and ride control, with shock-absorbing boom cylinders that cushion bumps, helping to retain full bucket loads.

Bobcat

Bobcat’s Tier 4 600 frame-size compact track loaders – the T630 and T650 – have a 500-hour engine oil and filter change interval, replacing the 250-hour interval, to help reduce maintenance costs. Each model includes an air-filter equipped with a built-in pre-cleaner filter, a cartridge-style block heater, cold weather protection, and a two-speed option for faster travel when desired.

YOU CHOSE BOBCAT equipment FOR A REASON.

DON’T MESS WITH ONE TOUGH ANIMAL™.

Always choose genuine Bobcat® parts and accessories.

machine matters | continued Kevin Scotese, compact equipment product manager for Volvo Construction Equipment, says the side-entry design on the Volvo C-Series CTLs provides easier, safer cab access and improved visibility. “This feature eliminates the need for operators to climb onto and over the bucket or attachment, which can be muddy or slippery,” he says. “Side entry also eliminates the uncomfortable body turn required of operators in order to sit down in traditional cab designs.” The lift assembly is engineered to distribute the stress throughout the machine. (JCB pioneered this design and Volvo adopted it through a framework agreement with JCB in 2010.)

Volvo

Volvo’s C-Series compact track loaders use a single loader arm design. A left-hand machine control pad hinges rearward with the assistance of a single gas strut, allowing easy entrance and exit. Other features include safer cab access, a 12-volt power outlet, service access through a forward-tilting cab and rear compartment service door.

Service tips Servicing a compact track loader is very much like servicing a skid steer loader or compact wheel loader until you get to the drive. The undercarriage and tracks that differentiate CTLs from other types of loaders also differentiate their service requirements. And since tracks and undercarriage maintenance are major contributors to the higher O&O costs of CTLs, controlling those costs helps reduce the overall cost increase. “When CTLs first came on the market, it seemed everybody had to have one,” says New Holland’s Peterson. “Then the time came where the undercarriage had to be rebuilt and customers had sticker shock. My advice to customers is ‘Know what you’re getting into.

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Rebuilding an undercarriage is more involved than installing new tires on a skid steer. Make sure you have the right machine for your business.’” “When replacing tracks, be sure to replace the sprockets,” says Caldwell. As tracks wear, sprockets wear to match them. A worn sprocket can cause premature wear and damage to a new track. “While a sprocket may be able to be used on another set of tracks, it will shorten the life of that replacement track.” Moving the sprocket to the opposite side of the machine can minimize the effect of wear of the new track but involves another consideration, according to Ferguson. “There is a limited depth to the hardening on sprockets and once that hardened material is worn through, additional wear is greatly accelerated which, again, can result in rapid wear on new tracks.” Peterson says that when buying a used CTL, it’s wise to get a quote on rebuilding the undercarriage. “If the idlers, rollers, and sprockets weren’t all replaced at the same time, you’ll have uneven, premature wear.” So inspect carefully, scrutinize service records, and consider the possibility of a required rebuild. Fitzgerald says that just as OEMs strive to make machines more operator-friendly, they also work hard to improve serviceability and overall efficiency. Service access is improved and in the case of Bobcat CTLs, the number of hydraulic fittings has been reduced nearly 20 percent.

Caterpillar

Cat’s compact track loader – the 299D XHP – features a new steel track and land management package. The steel tracks are designed to endure tough terrain and conditions that would normally destroy tires or rubber tracks. Other features include reconfigured teeth on the Cat HM415B mulching head and a two-speed motor.

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EquipmentWorld.com | February 2015 37

machine matters | continued Keeping the undercarriage free of rocks and debris is essential. Depending on conditions, cleanout should be performed at least daily and possibly multiple times in a single day. “Rock caught in the rollers wears tracks from the inside out,” says Rabe, “in addition to accelerating wear on rollers and other moving parts.” Customers who don’t already have tracked equipment in their fleet will have to adopt this and other new practices; their service departments may require additional tools and training as well.

Cost considerations Coffey says that a typical increase in upfront investment is 30 percent when comparing a CTL to an skid steer of comparable frame size and lift arm configuration. He says ongoing costs with a CTL are higher because there are more parts to maintain and replace with an undercarriage and tracks than with wheels and tires. “Costs for both time and parts will be higher with the CTL.” According to Boulds, preventive maintenance costs for CTLs are comparable to those for skid steers, “as the grease points are almost identical

Kubota

and the engines are likely the same between comparable sizes. Repair costs are where the differences lie because of the additional wear parts on an undercarriage and the fact that replacement track prices are typically higher than prices for replacement tires.” Zupancic says new tires for a skid steer typically cost $1,000 whereas new tracks might be $3,000 to $4,000 plus another $4,000 for replacing rollers and idlers once in a machine’s life. He says total lifecycle costs for skid steers are in the $1 to $2 per hour range while CTLs are closer to $4 per hour. Compact wheel loaders fall somewhere in between. Just as with dozers and other tracked equipment, track selection makes a big difference in operating cost. Rabe says the development of one-piece bands, which have no overlap or seam, has greatly improved track life. These bands, made of steel or Kevlar or some combination of such materials, go into the mold when the track is formed. Track configurations vary (width, tread pattern, rubber compound and durometer, etc.) to match applica-

The Kubota and SVL75 and SVL90-2 vertical-lift compact track loaders offer 41.7 inches and 40.7 inches of reach, respectively. The tip of the arm is optimally shaped for a tall hinge pin height for easy dumping into trucks. The machines come with a standard self-leveling function, which helps keep the bucket or pallet forks in a horizontal position without manually adjusting the angle during lifting. 38 February 2015 | EquipmentWorld.com

JCB

tions. Gehl offers tracks for construction and agriculture plus a four-season track for general purpose use. CTLs can minimize site rehab costs because they cause less damage on soft, finished surfaces. “Repairing, sodding, and seeding are expenses once the contractor has finished the primary job,” says Anderson. “With lower ground pressure and less rutting, CTLs minimize that expense, increasing their appeal in landscaping and utility applications.” Zupancic says the smoother, more controllable ride and precision placement and grading of CTLs help manage costs by reducing bucket spillage and material overruns and by minimizing operator fatigue. If careful analysis leads to the purchase of a compact track loader and that CTL is used to its potential, the cost factors are absorbed in extra income. “Productivity gains and additional work gained from the ability to work in a wide range of conditions throughout the year greatly exceed the additional cost factors, making the tracked machine a great value despite its higher O&O costs,” says Graham.

JCB continues the single-boom, side-entry design on its skid steers with its line of compact track loaders. The machines offer up to 10 percent improvement in fuel economy from previous machines, and electro-hydraulic controls with multiple response modes. An auto idle feature gives additional fuel savings.

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road science | by Tom Kuennen

making the work zone less of a war zone Work zone safety:

Clear zone provides positive protection via portable concrete barriers on U.S. 101 in Novato, CA.

ven though highway work zone fatalities have been on a big decline for the past 10 years, the highway work zone remains a dangerous place, for workers and for motorists. Despite what highway users may think, work zones are much more lethal to motorists than to construction workers. Following a peak of 165 workers killed in work zone accidents in 2005, construction worker deaths declined to 106 in 2010. But in 2010 nearly five times as many motorists were killed in work zone accidents than were workers (586 total deaths, including workers and motorists).

Road Science is sponsored by Volvo Construction Equipment 40 February 2015 | EquipmentWorld.com

Photo: Tom Kuennen

While work zone flaggers face drivers in the front lines, behind them in the work zone, construction workers are at greater risk of injury or death from workplace accidents, rather than from errant motorists. Even so, each year more than 20,000 workers are injured in road construction work zones, according to data provided by the Federal Highway Administration’s Work Zone Safety and Mobility Program. Between 2003-2008, these injuries were caused by: • Contact with objects or equipment (35 percent) • Slips, trips, or falls (20 percent) • Overexertion (15 percent) • Transportation incidents (12 percent), and • Exposure to harmful substances or environments (5 percent). Fatalities at road construction sites typically account for 1.5 to 3 percent of all workplace fatalities

annually, FHWA reports. It’s estimated that road users encounter an active work zone on average one out of every 100 miles driven on the national highway system, according to a 2014 Transportation Research Board paper*, “Approximately one injury work zone crash occurred at every 14 minutes in 2010,” the report says. Do work zones actually contribute to an increase in accidents? Intuitively the answer is yes, but a literature search did not affirm proof. To answer this, the TRB researchers developed an integrated data set based on 60 long-term work zones, and analyzed the characteristics of work zone crashes. Their preliminary analysis results show that the * Estimating the Impact of Work Zones on Highway Safety, by Ozgur Ozturk, graduate assistant, Rutgers Intelligent Transportation Systems (RITS) Laboratory, and Kaan Ozbay, Ph.D., and Hong Yang, Ph.D., NYU Polytechnic School of Engineering.

road science | continued crash rate increased by 24.4 percent under work zone conditions compared to non-work zones.

Products like ROSA (Remote Operated Safety Attendant) are known as automated flagger assistance devices and keep flaggers out of harm’s way.

Photo: Roundspring Technologies, Inc.

The New York State DOT requires portable high mast lighting for all night work; although it’s a costly solution, it creates exceptional visibility in work zones.

Danger in every direction Danger lurks in every direction within the work zone, and to survive, contractors and road agencies must identify the variables. Highway workers are at risk of injury from passing traffic, from construction equipment operating inside the work zone, and in supporting ancillary areas that support construction, like portable plants. Construction vehicles operating inside the work zones, as well as entering and leaving, also pose dangers. These hazards are known to workers. According to a just-released, February 2015 Australian report*, workers’ top hazards included: • Speeding vehicles (the most common work zone hazard) • Driver aggression towards road workers • Working in wet weather, at night and close to traffic. According to the report, effective measures in improving work zone safety included active police enforcement and improved driver education. Also, worker perceptions of threats varied according to their exposure to hazards. Innovation to the rescue? Now innovative devices that make work zones safer continue to be improved or introduced, and many are focused on flaggers. For example, ROSA, the Remote Operated Safety Attendant, is a flagger’s tool used to control traffic from the “safe zone,” away from imminent danger, verbal abuse and adverse weather conditions. It was devel* Common Hazards and their Mitigating Measures in Work Zones: A Qualitative Study of Worker Perceptions by Ashim Kumar Debnath, Ross Blackman and Narelle Haworth, Centre for Accident Research and Road Safety, Queensland University of Technology.

42 February 2015 | EquipmentWorld.com

Photo: Tom Kuennen

* Field Evaluation of Automated Flagger Assistance Devices in Work Zones on Two-Lane Roads by Melisa D. Finley, P.E., Texas Transportation Institute at Texas A&M University.

Photo: Tom Kuennen

oped by Roundspring Technologies and received the first place American Traffic Safety Services Association Innovation Award for 2013. Products like ROSA are known as automated flagger assistance devices (AFADs), and are designed to be operated remotely by a flagger positioned outside of the travel lanes. “There are two types of AFADs,” says Melisa D. Finley, Texas Transportation Institute in a 2013 paper.* “One type uses a remote-controlled stop and slow sign to alternate the right-of-way; the other uses remotecontrolled red and yellow lenses to alternate the right-of-way,” she says. “A gate arm [such as used for railroad crossings] is required only with the latter.” Although AFADs may have increased the safety of flaggers, there were concerns that motorists may misunderstand them and proceed before safe to do so. Finley’s research found that the violation rate for the stop-slow AFAD without a gate arm is the highest, and is significantly higher than the violation rate for the red-yellow lens AFAD (which requires a gate arm). Some motorists still violate AFADs, especially when there is a visible line of vehicles going in the same direction as the stopped motorist. Some contractors make their own devices. Cold-milling of asphalt requires a moving work zone, and for night work one contractor has configured small carts with four pneumatic tires and sign mast (“slow” sign mounted), illuminated by balloon lights powered by a generator on the carts. Flaggers pull their portable flagger stations along as the work zones migrate forward. “It solves the problem of mobility,” said Dan Darden, vice president of construction, Gallagher Asphalt,

No clear zone here: Bicyclists complicate work zone safety. Thornton, Illinois. “If it were a permanent station, you’d have to have a vehicle sitting there hooked up to a trailer or truck hitch, so it could be pulled down the road in the moving zone. With this cart, the flagger can pull it just like a wagon, and put her lunch pail and rain gear in there.” The illumination is required by DOT requirements. “Under Illinois DOT specifications, flaggers have to be lighted at night,” Darden told Equipment World. Gallagher has been using its shop-fabricated portable stations for about six years, he said. “The flaggers like it,” he added. “The stations are very easy to pull, and keep the flagger from having to

climb in and out of a truck, pulling up or backing up.”

‘Clear zone’ positive protection For more substantial work over longer periods, highway workers have benefited greatly from working in “clear zones” created by positive protection from drivers. Typically this takes the form of a line of concrete “jersey” barriers – anchored or not – which isolate workers from traffic. In an attempt to forestall “gawker” accidents on brutal southern California freeways, actual work zone walls have been constructed of concrete barriers and plywood risers that completely screen workers from EquipmentWorld.com | February 2015 43

road science | continued motorists, and vice versa, FHWA’s rules specify each state highway agency’s work zone safety and mobility plan include a description for positive protection in work zones, and implementation guidelines for federal funded highway projects. A 2012 TRB survey* found eight state highway agencies were in the process of updating their safety and mobility plan, specifically addressing positive protection in work zones, while 15 agencies had posted * Work Zone Positive Protection Policy Guidance: Synthesis of Devices and State of Practice by Steven Schrock, Eric Fitzsimmons, Tomás Lindheimer, University of Kansas-Lawrence; Ming-Heng Wang, Kainan University, Taiwan, and Yong Bai, North Dakota State University, 2014 Transportation Research Board.

revised safety and mobility plans on public areas of their websites. According to the survey, many state highway agencies have dedicated manuals to address work zone positive protection, including Colorado, Hawaii and North Carolina. In addition, Arkansas, New Hampshire, and Virginia have extensive positive protection guidance, and some state agencies have even recommended the use of proprietary devices in certain conditions. The authors recommended these devices: • Portable concrete barriers, or “Jersey” barriers, for use on all roadways. Typically they are placed with truck cranes or even backhoes. Deflection of barrier

on impact is up to 3 feet, but pinning barriers to pavement lessens deflection. • Ballast-filled portable barriers. These are large polyethylene containers typically filled with either sand or water, interlocked to form a longitudinal barrier or channelizer barrier that can either redirect or provide guidance for vehicles through temporary work zones. They’re recommended for use on low-speed (45 mph or lower) roadways only. Their high deflection requires a large longitudinal buffer area behind the barrier. New-design ballastfilled barriers are available for high-speed roads.

Balloon lights provide optimum illumination for night paving. 44 February 2015 | EquipmentWorld.com

Photo: Tom Kuennen

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road science | continued

• Moveable barriers. These also separate the work area from open trafﬁc, and are can be used on all paved roadways. They’re ideal for dynamic or moving work areas that require shielding for varying widths. Initial cost and on-going operation costs are higher than other barrier types. • Truck mounted attenuators. These common products provide a portable cushion to shield mobile or short-term work areas, and are recommended for mobile operations and smaller work areas where a truck can be used as a shield. Roll-forward distance is necessary to allow system to perform as intended.

• Vehicle arresting systems. These cable/net systems capture an errant vehicle prior to entering the work area. They’re deployed at the entrance of work areas where a ﬂare cannot be created using a longitudinal barrier system. Arresting systems require attachment to a longitudinal barrier, and a backup arresting net in case one vehicle is captured.

Leveraging ITS technology ITS – for intelligent transportation systems – use a broad range of communications-based information and electronics technologies, such as sensors and other components in the field to collect traffic information like volume, speed and video of traffic. Wireless and wired communications transmit the data, which software processes and analyzes, after which it’s

Photo: Tom Kuennen

• Steel barriers. These separate the work area from open trafﬁc and are recommended for use on all roadways. If anchored, deﬂection of barrier is usually less than 3 feet upon vehicle impact.

Highway workers are at greater risk of injury or death from in-zone construction accidents, like backup run-overs, than from errant drivers; night work enhances risk.

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road science | continued transferred to end users such as DOTs and motorists. Work zone ITS devices â&#x20AC;&#x201C; such as portable changeable message signs â&#x20AC;&#x201C; may relay real-time traffic conditions, such as travel delays through a work zone, or recommend diversion routes. They may also be used

to provide immediate warnings, such as stopped traffic ahead. Arizona and South Carolina are using these message signs to alternate a speed message with a monetary fine message. According to a recent report,* by using this approach on Arizona 89 in Prescott,

Movable work zones like cold milling operations keep flaggers on the move; here the contractor has created movable warning device with electric generator, which keeps pace with milling.

the Arizona DOT reduced by half the number of speeders driving 15 mph or more over the limit. * Reduction of Speed in Work Zones Using ITS DMS Instant Feedback to Drivers: Vehicle Speed Versus Traffic Fine by Craig A. Roberts, Ph.D., P.E., and Edward J. Smaglik, Ph.D., P.E., Northern Arizona University.

Work Zone Fatalities: Top 10 states State

Total Fatalities

Texas

104

Florida

California

Illinois

Georgia

Ohio

Oklahoma

Virginia

Pennsylvania

AR, CO, TN

T-10

Photo: Tom Kuennen

Released in January, 2015, this information by the National Work Zone Safety Information Clearinghouse shows the latest data tally (using 2013 figures) of deaths in construction work zone crashes, broken down by state. The group pulls the data from the National Highway Traffic Safety Administration.

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EquipmentWorld.com | February 2015 49

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maintenance | by Tom Jackson | TJackson@randallreilly.com

NEW HEAVY DUTY DIESEL OILS COMING Better engine protection and fuel economy are on the horizon

hereâ&#x20AC;&#x2122;s a new heavy-duty diesel oil standard in the works. It will not be available until late next year or early 2017, but the performance requirements for it tell you a lot about where the diesel engine industry is headed. The industry periodically updates standards to address performance and emissions requirements from OEMs, says Sam Bainbridge, products technical advisor, ExxonMobil.

In this case the major focus is on fuel economy, however these oils will also be designed with additional performance features, he says.

New nomenclature The current heavy-duty diesel engine oil standard is known as CJ-4, as designated by the American Petroleum Institute. The new standard is being called by its working name: PC-11, or Proposed Category 11. Once licensing begins the oils will

probably be designated by the API nomenclature of CK-4 along with a low-viscosity formulation likely to be named FA-4. This is the first time the API has designated a split standard, the difference is largely a matter of the different needs of onroad and off-road diesel engines.

Backwards compatibility The low-viscosity FA-4 formulations reduce friction in the engine and have the potential to improve EquipmentWorld.com | February 2015 51

maintenance | continued fuel economy of on-highway trucks. The FA-4 oils will not be backward compatible with engines older than the 20162017 year models, although some manufacturers may allow them for older engines if their tests can show sufficient protection and performance with the low viscosity formulations. CK-4 oils will be backwards compatible with all trucks and off-road equipment that use the current CJ-4 oils. The off-road engine manufacturers have said they need the high-temperature, high shear (HT/HS) capabilities of the CK-4 formulations to help protect their engines in the highheat, high-load conditions typical in off-road applications, says Dan Arcy, global OEM technical manager for Shell.

High temp/high shear Compared to the CK-4 oils the FA-4 oils are formulated with lower HT/HS properties to get improved fuel economy performance in newer model year engines. To help end users better distinguish between API CK-4 and API FA-4 oils, the API is considering an additional designation on the viscosity grades. Oils with low HT/HS may be designated with an “L” at the end of the viscosity nomenclature, says Len Badal, commercial sector manager, Chevron Lubricants. Since the CK-4 oils will have higher HT/HS capabilities they may be designated by an “H” at the end of the designation. For example, the viscosity nomenclature on the new products may read something like: SAE 5W-30L or SAE 10W-30H. Note that like the other nomenclature, the “L” and “H” designations are only being considered at present and have not been finalized.

Fuel efficiency and CO2 Starting in 2017, on-highway trucks will have to meet new fuel efficiency standards. And while none of the lube oil formulators are ready to publish numbers yet, off the record most will tell you that using the new low-viscosity, FA-4

oils will result in about a 1 percent gain in fuel efficiency. “Burning a gallon of diesel creates 22.38 pounds of CO2. The less fuel you burn the less CO2 you generate,” says Arcy. “We haven’t released our fuel economy numbers for the new low viscosity oils

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maintenance | continued but if you look at our 15W40 vs our 10W30 we see a 1.6 percent fuel economy benefit from the 10W30. So you are going to get an additional environmental and economic benefit from these lowviscosity products,” he says.

Better protection The new oil formulations will include improvements in oxidation stability, shear stability, wear protection and aeration control, says Bainbridge. Timing has been advanced in the recent EPA10 model and newer engines that results in engines that run hotter, Badal says. Heat causes oil to break down (oxidation) and increases the potential for sludge build-up, piston and turbocharger deposits so it is imperative that the new oil standard addresses these potential issues to protect engine durability and performance. “With PC-11 there will be an upgrade in oil performance driven by newer additive technology from current API CJ-4 oils that were launched in 2006,” Badal says. Lower heavy metal additives a possibility Oil formulators are also looking at using newer additive chemistry that has lower heavy metals composition and replacing it with a newer generation of additive performance, Badal says. Traditional anti-wear additives found in API CJ-4 products have been around in engine formulations for a very long period of time but they contribute to the ash that accumulates in diesel particulate filters. The new formulations will protect against valve train and engine wear just as well, but may help extend the life and reduce the cleaning required of diesel particulate filters (DPF). Another benefit of some of these newer PC-11 formulations is that they will have the ability

of being used in both diesel and gasoline engines for mixed fleet use. Previous generations of diesel oil formulations were not ideal for use in gasoline engines because of the higher phosphorous levels that can poison gasoline engine catalytic converters, Badal says. The official licensing date for the

new oils is March 2017, but there is discussion about moving that date up a few months. The truck engine manufacturers will have their 2017 models out by the fall of 2016 and would prefer to have the standard approved to be able to meet the requirements set by the EPA regarding fuel economy.

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EquipmentWorld.com | February 2015 55

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safety watch | by Amy Materson | AMaterson@randallreilly.com

Shocking situations

Working around electricity is serious business

The bottom line: A post-accident investigation determined a rental firm that leased scrapers to construction companies employed the mechanics. The company had neither a written safety program nor a formal training program. According to the rental company’s representative, all of the company’s training was contracted through an outside agency, but no records were found to confirm the mechanics received training.

Safe in every situation If you perform maintenance or repairs on construction equipment, you need to ensure your own safety, no matter who employs you or where you do the work. When mechanics who primarily work in the shop are called out to construction sites, they aren’t always privy to the information relayed to the operators by the company’s competent person on the hazards specific to that site, and must take extra precautions.

Illustration by Don Lomax

The accident: Two heavy equipment mechanics were repairing a scraper on a construction site, using a service truck with a crane to lift scraper components. The crane’s boom made contact with a 12,000volt line that ran over the construction site, sending electrical current down the boom, through the truck and into the boom control attached to the truck. Both mechanics were electrocuted, set on fire and died.

Take a 360-degree approach. When working on sites from a service truck, you’ll be subjected to a different environment than your normal scope of work. Take note of the equipment and jobsite conditions around you, making sure to recognize and evaluate what is overhead, and if anything could pose a danger. Before beginning work, ask the foreman if he has noted any conditions or hazards you should know about. Be overly cautious. Working around electricity is not to be taken lightly, as contact with an energized high voltage power line means certain death. If possible, move the equipment to be repaired away from the power line,

and position your truck so that the boom cannot move within 10 feet of the line. If the equipment cannot be moved, contact the power company and request the line either be temporarily de-energized or sleeved with line hoses. Stay up to date on training. If you are required to repair equipment in the field using a service truck, you need to complete the same safety training as the equipment operators, as you’ll be exposed to the same hazard on jobsites. Regularly revisit your safety material on cranes, the hazards associated with hoisting equipment and materials and proper positioning of service trucks to ensure clearance from obstructions.

Information for this Safety Watch is from an accident report, the Center for Disease Control’s NIOSH Fatality Assessment and Control Evaluation program and the California Department of Health Services. It is meant for general information only.

Date of safety talk: Attending:

Leader:

_____________________ EquipmentWorld.com | February 2015 57

alerta de seguridad | por Amy Materson | AMaterson@randallreilly.com

Situaciones electrizantes

Trabajar alrededor de electricidad es un asunto serio

Conclusión: Una investigación posterior al accidente determinó que una firma que alquilaba equipos a compañías de construcción era la que empleaba a los mecánicos. La compañía no tenía un programa de seguridad escrito ni un programa formal de capacitación. Según el representante de la compañía de alquiler, toda la capacitación de la compañía se llevaba bajo contrato con una agencia externa, pero no se hallaron registros que confirmasen que los mecánicos habían recibido capacitación.

Seguridad en toda situación Si usted realiza mantenimiento o reparaciones en maquinaria de construcción, necesita asegurar su propia seguridad, sin importar quién sea su empleador o dónde haga el trabajo. Cuando aquellos mecánicos que trabajan primordialmente en un taller son llamados a un área de construcción, no siempre tienen acceso a la información que los operadores reciben de la persona competente de la empresa en cuanto a los peligros específicos del área, y deben tomar mayores precauciones. Asuma un enfoque de 360 grados. Cuando esté en áreas de trabajo en un camión de servicio, usted estará sujeto a un ambiente de trabajo distinto al de su campo de trabajo habitual. Tome nota de las condiciones del equipo y del área de trabajo en torno suyo, asegurándose de reconocer y evaluar las partes aéreas y aquello que pueda constituir un riesgo. Antes

Illustration by Don Lomax

El accidente: Dos mecánicos de maquinaria pesada estaban reparando una mototraílla en un área de construcción usando un camión de servicio equipado de una grúa para levantar los componentes de la traílla. El brazo extensor de la grúa hizo contacto con una línea de 12,000 voltios que se extendía sobre el área de construcción, enviando corriente eléctrica hacia el camión y al control del extensor acoplado al camión. Ambos mecánicos se electrocutaron e incendiaron.

de empezar el trabajo, pídale al capataz si ha notado algunas condiciones o riesgos de los que debería estar enterado. Sea extremadamente precavido. Trabajar alrededor de electricidad no es algo que deba tomarse a la ligera pues el contacto con una línea eléctrica de alto voltaje implica una muerte segura. Si es posible, mueva el equipo a reparar lejos del cable eléctrico, y coloque el camión de tal modo que el brazo extensor no pueda moverse a 10 pies de distancia del cable. Si no puede mover el equipo, contacte a la compañía de electricidad y solicite que la electricidad del cable sea temporalmente cortada o que sea cubierto con mangueras de cable. Mantenga actualizada su capacitación. Si se le pide que repare maquinaria en un área de trabajo usando un camión de servicio, usted necesita completar la misma capacitación en seguridad que los operadores de maquinaria, ya que estará expuesto a los mismos riesgos en las áreas de trabajo. Revise regularmente su material de seguridad en cuanto a grúas, los peligros asociados con maquinaria y materiales de elevación y el posicionamiento correcto de camiones de servicio para asegurarse que esté libre de obstrucciones.

La información para esta Alerta de Seguridad proviene de un reporte de accidente, del programa de Evaluación y Control de Víctimas Fatales del NIOSH del Centro de Control de Enfermedades, y del Departamento de Servicios de Salud de California. Tiene únicamente fines de información general.

Fecha de la charla de seguridad: Asistentes: 58 February 2015 | EquipmentWorld.com

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quick data | by Marcia Gruver Doyle

Excavators

MGruver@randallreilly.com

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

Top financed new excavator*

Auctions

Cat 336E L, 745 units

Excavator auction prices, 2009-2014 $140,000

High: Apr. 2011

$135,000

$130,000 $125,000

129,660

$120,000

Current: Dec. 2014

$115,000

$110,000 $105,000

83,651

Other top selling machine: Cat 320E L, 603 units

$100,000 $95,000 $90,000

Auction prices for the top 10 models of excavators have been on a steady decline since the April 2011 high of $129,660. During the past 5 years, the average auction price for these models was $107,697.

2010

2011

2012

2013

Dec.

Jul.

Apr.

Jan.

Oct.

Jul.

Apr.

Jan.

Oct.

Jul.

Apr.

Jan.

Oct.

Jul.

Apr.

Jan.

Oct.

Jul.

Jan.

Apr.

2009

81,095

Nov.

$55,000

PRICE

Cat 336E L, 446 units

Low: Nov. 2014

$60,000

Apr.

$70,000 $65,000

Top financed used excavator*

Jan.

$75,000

Oct.

$85,000 $80,000

2014

* Jan. 1 – Dec. 31, 2014. Source: EDA, edadata.com (Note: EDA reports are continually updated.) The Cat 336E L was replaced by the Cat 336F L, introduced at ConExpo last year.

Trend prices for the top 10 models of excavators sold at auction, not seasonally adjusted. Source: TopBid, topbid.com

775,000

OTHER TOP BIDS

Top auction price, paid for 2012 Cat 390D L with 1,426 hours at a Ritchie Bros. Auctioneers Int’l sale on Mar. 6, 2014 in Las Vegas

$327,500, 2011 Cat 349E L with 2,588 hours, Feb. 14, 2014, Cat Auction Services $290,000, 2012 Komatsu PC490LC-10 with 1,414 hours, Mar. 26, 2014, J. M. Wood Auction

Final bids

00 0 , 5 $77

Used high: 2005, 11,461 units

UNITS

2005

03 8 , 0 $14 New

Excavator buying patterns* 14,000 13,000 12,000 11,000 10,000 9,000 8,000 7,000 6,000 5,000 4,000 3,000 2,000 1,000 500

AVERAGE

0 36,0

HIGH

LOW

unit count: 568 Jan. 1, 2014-Dec. 31, 2014; prices for excavators 8 tons and larger and 5 years old and newer, U.S. sales only. Only includes bids $5,000 and above. Source: TopBid, topbid.com

Used

Over the past year, Caterpillar had 36% financed market share, followed by Komatsu at 19% and Deere at 17%.

Caterpillar, 7,355 units

Komatsu, 3,755 units

Deere, 3,438 units

Top three states for excavator buyers* 1 Texas, 1,216 buyers

Georgia, 556 buyers

Pennsylvania, 547 buyers

* Jan. 1 – Dec. 31, 2014, includes both new and used financed sales. (Note: EDA reports are continually updated.) Source: EDA, edadata.com

Used low: 2009, 6,687 units

New, used excavators year-over-year change*

New high: 2006, 11,314 units New low: 2010, 1,467 units

2006

Top financed excavator brands*

2007

2008

*Financed equipment, 2005-2014. Source: EDA, edadata.com

2009

2010

NEW Up 5%

2012

2013

2014

USED Down 5%

*Comparison of number of excavators financed Jan. 1 – Dec. 31, 2014, and Jan. 1 – Dec. 31, 2013. Source: EDA, edadata.com

EquipmentWorld.com | February 2015 61

better bridges | by Tina Grady Barbaccia and Marcia Gruver Doyle

DOTs respond: What’s needed now to repair our nation’s bridges

he nation’s infrastructure system can be likened to an economic circulatory system – giving us freedom, op-

62 February 2015 | EquipmentWorld.com

portunity and mobility – and this should not be taken for granted, said former Kansas Gov. Bill Graves during a recent infrastructure conference. “We should never

After the I-35 bridge collapse in 2007, the Minnesota DOT was able to streamline the environmental revenue process from years to months in order to expedite replacement.

undervalue the greatness and freedom our nation’s roads provide,” says Graves, now president and CEO of the American Trucking Associations. “This means under-

standing highways and bridges aren’t free – and they certainly aren’t cheap. It also means there’s no solution to the transportation-funding challenge that will be free.” Graves’ words are echoed by state transportation officials responding this past fall to Randall-Reilly’s exclusive Bridge Inventory. In fact, their comments followed three main themes: the lack of necessary funding, the impact of environmental regs, and why putting out fires by responding only to bridge failures is a completely wrong-headed approach. Here’s what they told us:

1. Increase highway funding now. Chronic underfunding of the nation’s infrastructure system has continued to impede federal, state and local transportation agencies’ ability to maintain, repair and rebuild highways and bridges. In fact, 91 percent of states responding to the Bridge Inventory said “funding availability” was their greatest challenge in decreasing the number of problem bridges. These Departments of Transportation are now relying on temporary legislation providing $10.8 billion to the Highway Trust Fund through May, a kick-the-can move that Congress made last summer after being unable to agree on just exactly how – and how much – to fund the highway system. While indicating that miker / Shutterstock.com Colorado has been able to address its number of deficient bridges in the short term, “long term funding to maintain the system has not been addressed,” says Joshua Laipply with the state’s department of transportation. Notes Jason Arndt with

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better bridges | continued the Delaware DOT: “The problem is funding, resources and increased restrictions that delay projects.” “Funding will restrict how far down the [bridge] priority list we reach,” says David Sttele with the Kentucky Transportation Cabinet. “There are 1,050 bridges on the local system that need replacing and we have federal funding to replace 20 to 30 per year,” adds Laurie Schultz with the South Dakota DOT. “Insufficient funding is a major restriction for local governments.” Some states have opted to develop ways to increase funding on their own. Last year, 66 bills were introduced across the country, 24 transportation-related bills were approved, and funding legislation was approved in 11 states, according to the American Road and Transportation Builders Association. Of those states, both Rhode

Island and New Hampshire passed state gas tax increases. Rhode Island, for example, enacted legislation that directs revenues from vehicle fees and rental car taxes to the state highway maintenance fund, increasing the gas tax by approximately 1 cent in 2015. And Alabama will issue a $509 million state highway bond issue this year.

2. Eliminate environmental red tape Although funding is a major obstacle to the repair and rebuilding of U.S. bridges, environmental restrictions often severely slow down the process. Environmental reviews required by the National Environmental Policy Act (NEPA) can sometimes take years, and sometimes more than a decade. For the Oklahoma Department of Transportation, “environmental and regulatory restrictions are our

greatest challenges,” the agency reports in the Bridge Inventory. David Steele, branch manager for the Kentucky Transportation Cabinet’s Division of Maintenance, notes “bridges that are a habitat for ‘endangered’ or ‘protected’ species can only be worked on during certain times of the year.” “On some local bridge projects, local owners must spend more of their federal funding on environmental issues. All of these reasons drive up the cost per structure, which results in fewer projects being awarded each year.” says Paul Kulseth with the Kansas DOT. “We have had to mitigate by modifying our standard designs or by specifying different structure types,” he says. “On some local bridge projects, local owners must spend more of their federal funding on environmental issues. All of these reasons drive up the cost per struc-

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2015 | EquipmentWorld.com 64 February Land-146B.indd 1 Untitled-3 1

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ture, which results in fewer projects being awarded each year.” Bernie Carrasco, bridge inspection engineer for the Texas DOT, points out that the length of time to clear environmental restrictions especially on historic bridges hinders the state’s program to remove structurally deficient and functionally obsolete bridges from the state’s infrastructure system. But there’s at least one example of how environmental reviews can get on the expressway if the will is there: just two months after the collapse of Minnesota’s I-35 bridge in August 2007, the Minnesota DOT entered into a contract for bridge design and construction. During this time, MnDOT was able to complete the entire environmental review process while holding this project to the same standards required of any project similar in scope and scale. This expediency

showed that in emergencies, the timeframe necessary for environmental review can be reduced drastically from several years to several weeks.

3. Don’t wait for bridges to fail Don Cooney with the Infrastructure Project Management Administration for the Washington, D.C., Department of Transportation’s Asset Management Divisions, notes the process for programming, consultant selection, and design and advertising can take several years, thus requiring preventive maintenance to keep a bridge in service. “Preservation treatments and rehabilitations are key to our system in order to prevent additional bridges from becoming structurally deficient,” says Joshua Sletten with the Utah DOT. Money spent on “preservation treatments prevent or extend the time until much more

costly replacements are needed,” he says. “Bridge replacement, preservation and routine maintenance need to be made the primary focus of state and federal funds,” says the Oklahoma DOT. “We need to plan on making bridges more maintenance free and focus less on architectural aspects,” adds Kentucky Transportation Cabinet’s Steele.

And that’s not all State transportation officials had several other things on their wish lists. “Streamline federal program requirements and give states more flexibility in how to best use the federal funds that we get,” says Missouri’s Koenig, a sentiment echoed by Lee Ford with the South Carolina Department of Highways. And Kathy Keller with the Ohio DOT adds “innovative ways to generate funds” to the list.

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CONGRATULATIONS to the 2014 Contractor of the Year winner and finalists IN

Jeremy Hiltz Jeremy Hiltz Excavating Ashland, New Hampshire

Dwaine Doss Doss Enterprises Jane Lew, West Virginia

Kevin and Shawn Guyer Guyer Brothers Construction New Enterprise, Pennsylvania

Daniel Thiel and Steven Mueller J&S General Contracting Osceola, Wisconsin

Don Facciobene Don Facciobene Incorporated (DFI) Palm Bay, Florida

Vern Larman Larman Construction Garland, Texas

Brian Winot Northeast Site Contractors East Stroudsburg, Pennsylvania

Brad Phillips Phillips Companies Beavercreek, Ohio

Landon Floyd Precision Pipeline Cedar City, Utah

Doug Thomas Thomas Construction Grove City, Pennsylvania

James Tollestrup James Tollestrup Construction Lethbridge, Alberta

Brian Winkler Wm. Winkler Company Newman Lake, Washington

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contractor of the year | by Tom Jackson | TJackson@randallreilly.com

An early start, high quality employees and lots of training put this contractor on top

andon Floyd grew up in construction. His father ran a small excavation and pipeline company in Southern California but moved to Utah when Landon was a boy because it seemed a better place to raise a family. Although his dad handed the reins over about 10 years ago, Landon grew up working for the company. “I started at the bottom, literally in the trenches and worked

Landon Floyd Cedar City, Utah Precision Pipeline Year started: 2001 Number of employees: 20 Annual revenues: $3 to $5 million Markets served: Excavation, water and sewer replacement, underground pipelines, underground boring and horizontal directional boring.

my way up,” he says. “I got to know it all.” To hone the skills he learned alongside his dad, Landon also took courses at an operators’ school and also took classes on bidding and estimating. He also learned first hand what made a good employee and has retained many of his father’s best workers and more than a few of his high school friends who could prove their worth over time. “A lot of them came up through the ranks with me,” Landon says. “I’ve got fairly young guys, but they’re smart guys,” Landon says. “One guy who’s 36, he’s been with us 15 years. We set a high, high standard. But if you pay well and offer full benefits, you can also ask a lot from them. I don’t deal with $12 an hour guys, because you’re only as good as your employees.”

Enjoying the boom The West was booming in 2005-2006 and there was a lot of money to

be made in the pipeline and underground business in and around Utah. “We paid off a lot of things during the boom years,” Landon says. “But the recession was tough. It shows you what you’re made of. I relied on my employees. We worked faster but also maintained our quality. We kept it lean and we kept it running and still made a profit.” The company downsized some and sold off some equipment. Landon also saw some opportunity in jack and bore and horizontal directional drilling and began pursuing those jobs. “There is a lot of environment work here,” Landon says, “like stream crossings and work in ecologically sensitive sites. We could offer the no-dig solution which gave us an advantage.” Trenchless now makes up about 10 percent of his business. In both cases, Landon and his crew started from scratch and figured out how to do the work on their own. They bought a used EquipmentWorld.com | February 2015 67

contractor of the year | continued tats, you have to be trained and certified. Out here the desert turtle is an endangered species, so you have to be careful not to leave out any water which would attract them to places where the coyotes might get them.”

To get into the trenchless business Landon bought a used auger boring machine and figured out how make it work.

McLaughlin auger boring machine in Kansas. “We set it up in our yard and figured out how to use it by experimenting,” Landon says. “Same with HDD. We bought a used unit and taught ourselves how to use it.”

Finding good workers Like every construction firm, Precision Pipeline struggles to find good new blood. Landon says he likes to see a resume, and that telling interviewees that they do drug testing weeds out some. He also looks for new hires who are realistic about their abilities. “If a guy brags that he can operate anything, that raises red flags,” Landon says. “If he says he’s good on this machine and not as familiar with another machine, that tells me he’s a little more realistic. Guys who are more humble are usually more honest. If they have their keys with them that’s a good sign.” 68 February 2015 | EquipmentWorld.com

Training, and turtles Due to the technical requirements of pipeline work and to strengthen the company’s safety and environmental programs, Precision Pipeline sends its crews to a lot of different training and certification programs. “We give employees the opportunity to learn the business,” Landon says. “If a guy wants to get certified, I will pay for it. A lot of our guys are certified on HDPE fused pipe, OSHA 8-hour certified, and MSHA 36-hour certified. We became MSHA certified when we got a job building the water system for a nearby mine site.” A handful of his crew are also certified in the construction of potable water pipelines and all the steps that have to be taken to insure the pipe stays clean and won’t contaminate water supplies with bacteria, chemicals or sediment. “We’re even certified in turtles,” says Landon. “To work in their habi-

Equipment philosophy Precision Pipeline used to run a mixed fleet but Landon is in the process of migrating toward mostly Caterpillar equipment. Landon says he likes the service and support and the resale value. A few years ago Landon had another brand of excavator he put up for auction, thinking it might bring up to $90,000. “There was a Cat 330 right next to it, same size, but older and in worse condition. I got $32,000 for mine and the Cat brought $115,000,” he says. “That changed how I viewed equipment.” Landon likes rental purchase options. “Ninety percent of the payments go to the purchase if I take that option,” he says. On financing he sticks to three year terms. He’s also a stickler for maintenance. “We have nice equipment. We don’t run old machines. Breakdowns are a killer. We pressure wash the machines at the end of almost every week.” Office work While some guys who grew up in the field hate to spend time in the office, Landon relishes it. “I really get a kick out of the organizational challenge of running the business side of things. I like the bidding process and the competitive nature of bidding. It has taught me a lot,” he says. One of the things he’s learned studying the books is that the secret to estimating is to know what your employees can do. “It’s really just employees times the square footage,” Landon says. “A lot of times I’ll bring our laborers and field people in and sit them down and the couch and ask: How many feet of this can you do in a day? It keeps them

involved and makes them a part of the process.”

Safety first The company holds weekly tailgate safety meetings for all the crews. “I outsource it to a safety training company because I want the guys to take it seriously,” Landon says. “I don’t want them seeing it as just another thing from the office. If it’s coming from a different guy they take it more seriously. It’s also job specific safety training.” One of the rules he also enforces is no ear buds on the job. “If a guy wants to keep a radio in his cab and keep it low, that’s OK. But no earbuds. You have to be able to hear people around you and hear the machine,” Landon says. Quality control If there is one thing the Precision Pipeline is known for it’s quality work. “I base the business on three fundamentals: quality, quality and quality,” Landon says. “Without our quality we wouldn’t last a year. If we make mistakes, we’ll fix them, even if it’s five years later. On one job an experienced superintendent was gone for a few weeks, and while his replacement set the pipe to the engineering specs, a more experienced hand might have gone just a bit deeper, Landon says. When the pipe developed a leak five years later, Precision Pipeline dug up all 3,000 feet of it and replaced it at no charge. “The client didn’t ask for an entire redo, but we did it anyway,” Landon says. “I will sacrifice less profit for better quality. It comes around to you. Our guys have a lot of pride in this. Change orders are a swear word around here. We have an honest bid and a quality product.” Satisfied customers The focus on quality and the experience of Landon and his crews has paid off in the form of satisfied customers.

Landon with his dad Floyd, who started the business and taught him how to run equipment.

“Honestly, they are my best subperson in that community, knocked contractor,” says Mark Misner, of on every single door and talked Mark 1 Development. “I love those with every single homeowner and guys. I’ve never had a back charge, make them aware of what was gonever an extra, nothing. Their bid ing on and when they were going to is it. I don’t even bid them out any have the water off. We didn’t have more. I just hire them on every to worry about a thing. We didn’t project I use. Even the small things. have a single complaint. Everybody They fix things that they didn’t in the community felt like they had break. They bring a machine gun to received superior service. That’s a knife fight. They make it imposimpressive.” sible to go anywhere else.” “These are probably the most common sense, down to earth people I’ve ever met,” says Heath Overson, Go Civil Engineering. As a civil engineer, Overson works with and sometimes for Precision Pipeline. “I know them coming from both directions,” he says. “They always give a little more than what’s required, a little better than required. I couldn’t recommend them highly enough.” Overson also talks about a contract for small community water system Precision Pipeline won the bid for. “We were putting in new water meters, fire hydrants, water mains and Landon with employees Jason Mortensen home lines. They went and Cassi Orton. out and met every single EquipmentWorld.com | February 2015 69

The APA is a partnership of the Asphalt Institute, National Asphalt Pavement Association and the State Asphalt Pavement Associations.

world of asphalt | by Amy Materson | AMaterson@randallreilly.com

World of Asphalt show preview

orld of Asphalt, which will be held March 17-19 at the Baltimore Convention Center in Baltimore, Maryland, will also feature the co-located AGG1 Aggregates Academy and Expo. More than 400 exhibitors will be displaying their new equipment and technologies for approximately 6,000 industry professionals in attendance at the event. Here’s a sneak peek at what attendees will have to look forward to, as well as some of the anticipated product launches at the show.

Sessions and seminars Education sessions at the show will concentrate on new industry trends and technologies, focusing on providing attendees with real-world knowledge for use on both the jobsite and in the back office. With more than 100 learning sessions on a wide range of topics, WOA offers something for everyone.

People, Plants and Paving Training Program: The National Asphalt Pavement Association’s training program for paving contractors will have five program tracks – people, plants, paving, safety and pavement preservation. The program will include industry innovations in safety, recycling, maintenance and plant production, as well as covering management and leadership skills. AGG1 Academy: The National Stone, Sand and Gravel Associations’ AGG1 Academy will include topic tracks on operations and production; environment, safety and health; business management; leadership; and automation, technology and software. ARTBA Work Zone Safety Conference: Presented by the American Road and Transportation Builders Association, this conference will concentrate on ensuring safer work zones and preventing run-overs, backovers and vehicular intrusions.

new products Asphalt Drum Mixers Asphalt Drum Mixers (Booth 1613) will showcase the EX Series asphalt plants, which feature single-drum counterflow technology, designed for contractors with low to medium production needs. The asphalt plants produce between 100 and 425 tons per hour at a low cost per ton, and are capable of processing high percentages of RAP. With separate drying and mixing zones, the EX Series achieves the maximum level possible of heat transfer and fuel efficiency. The system almost eliminates unsafe hydrocarbon emissions, and also reintroduces residual gases back to the drum’s combustion zone. Available in portable or stationary versions, the units can be operated by just one plant operator and one loader operator. With low maintenance requirements, on-site staff can maintain the EX Series. Available components

include cold feed bins, horizontal and vertical hot oil asphalt cement tanks, direct-fired horizontal cement tanks, portable and stationary bag houses, mineral filler systems, RAP systems, self-erect and stationary silos, weigh and drag conveyors, weigh batchers and fuel oil tanks. EquipmentWorld.com | February 2015 71

world of asphalt | by Amy Materson | AMaterson@randallreilly.com John Deere

An updated K-Series wheel loader – the 824K-II – will be the centerpiece of John Deere’s (Booth 1638) World of Asphalt product lineup. The four-wheel-drive, Tier 4 Final loader features improvements suggested by the company’s Customer Advocate Group, who lobbied for advanced diagnostics and more robust axles. The 824K-II delivers 333 horsepower and is equipped with large, high capacity Teammate V axles with standard cooling and filtration, and on-thefly engageable front differential locks that give operators heavy-duty traction. Also, continuous cleaning of wear particle and debris from the axle oil provides protection. To eliminate brake drag, John Deere added brake reactors and automatic self-adjustors, which also provide less heat. Additional improvements include moving the hydraulic tank underneath the steps to boost rear visibility; remote batter terminals that eliminate downtime and provide fast and easy jumpstarting and standard John Deere WorkSight. The loader is Loadrite L2180 ready and integrated into JDLink Ultimate for remote viewing and analysis of payload data.

KPI-JCI and Astec Mobile Screens

The track-mounted impact crushing plant from KPI-JCI and Astec Mobile Screens (Booth 1634), the GT440, will make its debut at World of Asphalt. The GT440 has an Andreas 4240 horizontal shaft impact crusher that includes a 3- or 4-bar rotor configuration. A vibrating grizzly feeder has a large hopper, and 72 February 2015 | EquipmentWorld.com

an optional grizzly pre-screen has independent vibrating fingers that resist blinding and plugging. The replaceable pre-screen module provides multiple settings for scalping unwanted material. The crusher’s hydraulic drive optimizes crusher capacity without sacrificing blow bar wear. The 5-foot by 10-foot twodeck screen has 100 square feet of screen area.

Bergkamp

Pavement maintenance solutions from Bergkamp (Booth 1801) will be featured at the show, including pavers and pothole patchers designed to extend the servficeable life of highways, roads and parking lots. The company’s line of truck- and trailer-mounted slurry seal and micro surfacing pavers, support equipment and all-in-one flameless and spray injection pothole patchers will also be on display. Industry-leading experts in the field will be available in the Bergkamp booth.

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DSC Dredge

DSC Dredge (Booth 1558) will have experts on hand to discuss the companyâ&#x20AC;&#x2122;s customized dredging technology results in efficiency boosts and lower cost. Suitable for a range of applications, DSCâ&#x20AC;&#x2122;s dredges include the Marlin Class, which has an underwater pump system and high torque cutter drive for excavating deep deposits; the Shark Class cutter suction dredge useful for sand and aggregate production; the Barracuda Class that has a swinging ladder design helpful for waterway maintenance; the Moray Class, which is designed to handle cleanup and irrigation applications; and the Badger and Wolverine Class, which are compact, portable units that can be handled by one operator.

McCloskey International

The new jaw crusher line from McCloskey International (Booth 1064), the J Series V2, will be displayed at the show, including the J45 jaw crusher. The crusher has a 45- by 27-inch jaw with both level and load sensors for efficient material handling across applications including road demolition and recycling. Also being introduced is the J45R, which allows operators to produce a crushed and screened final product with one machine. Like the J45, the J45R has a 14-foot 10.2-inch by 7-foot 3/4-inch hopper with nearly 9 cubic yards of capacity. All the J Series V2 crushers feature an increased jaw speed, longer fixed jaw die, deeper nip angle, an easy-to-read TEDD panel and balanced, heavy cheek plates and fly wheels.

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EquipmentWorld.com | February 2015 81

final word | by Tom Jackson

Los Angeles at a tipping point: get serious about public transportation or sink into Third World status

ast month I got the opportunity to visit Southern California and see how the country’s most famous freeways were holding up. I pulled out of LAX in my rental car just after lunch, gunned it onto the 405 and then west on 101 and barely had to tap the brakes during four hours of high-speed driving up the coast. The way it’s ‘sposed to be. The Los Angeles freeway system is a testament to the foresight of an older generation of the state’s government and civic leaders. Fifty years ago they realized that a massive, long-term investment in infrastructure would be needed to realize their dreams. So they built it and a great city. Of course for my January visit I got lucky and hit it just right. There are only a few hours a day when the traffic flows as smoothly as it did for me. Southern California is at a tipping point when it comes to traffic. There is nowhere to put new roads – mountains to the north and east, Mexico to the south and the Pacific to the west. So what is California to do now that the physical limits of the greater South Coast area have been reached? How does it sustain growth, attract new industry, bring in new jobs and people – the lifeblood of any city or region? How does LA keep itself from choking on its own traffic, of devolving into Tijuana del Norte?

82 February 2015 | EquipmentWorld.com

The only possible solution I see is a European style public transportation system – a widespread grid of commuter rail interspersed with bus routes. They’ll need elevated rail, to avoid the cost of subway tunneling. Honolulu, which has worse traffic than LA, is already doing this. When it’s not done piecemeal, this works quite well. Rail+bus is done in all the big cities in Europe and as a result, you’re never more than about three walkable blocks from public transportation. I lived in Berlin for three years. Didn’t have a car, didn’t need one. If LA did this and put free Wi-Fi on their buses and trains it would be a hit. Los Angeles has as much cultural significance as any European capital, yet without some better way of moving people around, the city is screwed. Its future economic growth, desirability and vitality will decline. That, actually, has already started to happen for many reasons, but transportation difficulties are certainly a contributing factor. Fifty years ago the citizens and leaders of Southern California had the vision and determination to do something great. Their freeway system transformed this hodgepodge of orange groves, movie studios and suburbs into one of the most important cities in the world. Fifty years from now, Los Angeles will be more like New Delhi if they don’t start taking their transportation needs seriously.

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