Ew0216combined by Tony Brock

equipmentworld.com | February 2016

速

20 LOADERS 3-8 CUBIC YARDS P.

WHAT WORKS BEST FOR YOU: HYSTAT OR TORQUE CONVERTER ?

TELEMATICS: How to use the data

HIGHWAY CONTRACTOR:

Untapped potential in high volume pavement preservation

Weighs less. Carries more. Mack’s mDRIVE™ HD heavy-duty automated manual transmission won’t weigh you down. This lightweight transmission is designed to withstand the wear and tear of your most demanding jobs. And it’s fully integrated to work seamlessly with the rest of your powertrain for improved efficiency, increased uptime and lower cost. With Mack, it takes less to get more done. MackTrucks.com/mDRIVEHD

SMALL MACHINE.

BIG PRODUCTIVITY.

Introducing the all-new G-Series Skid Steers and CTL. Hammering out big jobs over the long haul is what the G-Series does best. Thatâ&#x20AC;&#x2122;s because proven and reliable E-Series components made it tough. And customer input made it even tougher. Available in two radial-lift skid steers, two vertical-lift skid steers, and a compact track loader, thereâ&#x20AC;&#x2122;s a machine to knockout virtually every job. And all come easily transportable, in a compact package, to knock them out fast.

JohnDeere.com/SmallVsBig

CHOOSE YOUR DEAL ON NEW JOHN DEERE COMMERCIAL WORKSITE PRODUCTS

*Offer valid at participating dealers only. Offer valid starting 1 March 2016 until 30 June 2016. Subject to approved installment credit with John Deere Financial. Offer includes new John Deere skid steers, compact track loaders, compact excavators, and compact wheel loaders. Some restrictions apply. Other offers available. See your local John Deere dealer for complete details and other fnancing options. For commercial use only. **In lieu of fnancing, receive savings up to $2,800 on new John Deere skid steers, $3,500 on new John Deere compact track loaders, $3,375 on new John Deere compact excavators, and $4,650 on new John Deere compact wheel loaders. Offer valid starting 1 March 2016, and ends 30 June 2016. ***In addition to the standard 1-year/unlimited-hour full machine warranty, a second year of powertrain plus hydraulics warranty, up to 2,000 hours, will be provided on new, never retailed John Deere skid steers and compact track loaders, compact excavators, and compact wheel loaders purchased through October 31, 2016. This extended warranty expires two years after the delivery receipt date or after 2,000 hours of machine operation, whichever occurs frst. Offer valid at participating dealers only. Some restrictions may apply. Other offers may be available. See your local John Deere dealer for complete details.

Vol. 28 Number 2 |

Cover Story

table of contents | February 2016

MACHINE MATTERS:

WHEEL LOADERS

After years of big changes, 3-to-8 cubic-yard wheel loaders have settled into a period of refinement to enhance productivity, comfort and safety.

Equipment Marketplace

K-Tec 1228ADT 28-cubic yard scraper, Hiltiâ&#x20AC;&#x2122;s Cordless TE 4-A18 DRS, the Worksaver CTMG-48S mini grapple, Atlas Copco LED HiLite V5+ light tower, Grindex Maxi H-Lite submersible pump, Doosan DX140 power tilting coupler and severe duty buckets.

35 Maintenance

54 Road Science

Five ways to screw up an extended oil drain interval.

Winning the bonus: MTVs Material transfer vehicles independently store, remix and deliver asphalt mixes from haul truck to paver, which maintains material quality.

eck h C o int s t hi

EquipmentWorld.com | February 2016 5

table of contents | continued

Features 41 Telematics 101

The second part of our beginner’s guide to telematics goes into three basic data points: location, run time and fuel burn.

Contractor 49 Highway High-volume pavement preservation offers untapped potential for contractors.

65 Contractor of the Year Finalist Andrew Brown Andrew Brown General Engineering Paso Robles, California

equipmentworld.com facebook.com/EquipmentWorld twitter.com/Equipment_World Editorial Director: Marcia Gruver Doyle Executive Editor: Tom Jackson Senior Editor: Chris Hill Online Editor: Wayne Grayson Data and Managing Editor: Lucas Stewart Online Managing Editor: Bobby Atkinson Contributing Writer: Richard Ries editorial@equipmentworld.com Art Director: Tony Brock Advertising Production Manager: Linda Hapner production@equipmentworld.com VP of Sales, Construction Media: Joe Donald sales@randallreillyconstruction.com

3200 Rice Mine Rd NE Tuscaloosa, AL 35406 800-633-5953 randallreilly.com Chairman: Mike Reilly President and CEO: Brent Reilly Chief Operations Officer: Shane Elmore Chief Financial Officer: Russell McEwen Senior Vice President, Sales: Scott Miller Senior Vice President, Editorial and Research: Linda Longton Vice President of Events: Stacy McCants Vice President, Audience Development: Prescott Shibles Vice President, Digital Services: Nick Reid Vice President, Marketing: Julie Arsenault

Watch 69 Safety Attempt to clear ice from foot controls leads to operator death.

Departments 9 On Record

Enjoyment Factor No. 1.

11 Reporter

Aging U.S. workforce has benefits, liabilities; Contractors boost IT spending; AEM’s Infrastructure Vision 2050 Challenge.

47 Quick Data Articulated trucks. Pickup 71 Pro Review: The 2016 Nissan Titan XD is a 5/8-ton beast. Word Military leadership: Encourage achievement, but don’t 78 Final discourage your people with fake praise. For subscription information/inquiries, please email equipmentworld@halldata.com. Equipment World (ISSN 1057-7262) is published monthly by Randall-Reilly Publishing Company, LLC, 3200 Rice Mine Road N.E., Tuscaloosa, AL 35406. Periodicals Postage-Paid at Tuscaloosa, Alabama, and at additional mailing offices. POSTMASTER: SEND ALL UAA TO CFS (SEE DMM 507.1.5.2). Non-postal and military facilities: send address corrections to Equipment World, P.O. Box 2187, Skokie, IL 60076-9921 or email at equipmentworld@halldata.com. Rates for non-qualified subscriptions (pre-paid US currency only): US & possessions, $48 1–year, $84 2–year; Canada/Mexico, $78 1–year, $147 2–year; Foreign, $86 1–year, $154 2–year. Single copies are available for $6 US, $9 Canada/Mexico and $12 foreign. The advertiser and/ or advertising agency will defend, indemnify and hold Randall-Reilly Publishing Company, LLC harmless from and against any loss, expenses or other liability resulting from any claims or suits for libel violations of right of privacy or publicity, plagiarisms, copyright or trademark infringement and any other claims or suits that July arise out of publication of such advertisement. Copyright ©2013 Randall-Reilly Publishing Company, LLC All rights reserved. Reproduction in whole or in part without written permission is prohibited. Equipment World is a trademark of Randall-Reilly Publishing Company, LLC Randall-Reilly Publishing Company, LLC neither endorses nor makes any representation or guarantee regarding the quality of goods and services advertised herein.

6 February 2016 | EquipmentWorld.com

For change of address and other subscription inquiries, please contact: equipmentworld@halldata.com Editorial Awards: Jesse H. Neal Award, Better Roads, 2011 American Business Media Robert F. Boger Award for Special Reports, 2006, 2007, 2008 Construction Writers Association Jesse H. Neal Award, Best Subject-Related Series of Articles, 2006 American Business Media Editorial Excellence Special Section Gold Award, 2006 Midwest-South Region, American Society of Business Publication Editors Editorial Excellence News Analysis Gold Award, 2006 Midwest-South Region, American Society of Business Publication Editors Editorial Excellence News Section Silver Award, 2005 Midwest-South Region, American Society of Business Publication Editors Robert F. Boger Award for Feature Articles, 2005 Construction Writers Association Robert F. Boger Award, 2002 Sept. 11th Feature Articles

The KOHLER Diesel KDI is a Tier 4 final with common-rail fuel injection and no DPF. So you skip the DPF maintenance costs, get savings at the pump, and laugh all the way to the bank. 速

KohlerEngines.com/KDI

TRAIL

KING’S

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WE BUILD IT

SO YOU CAN HAUL IT THE ALL-TIME BEST SELLING DETACHABLE ON THE MARKET

HYDRAULIC DETACHABLE G O O S E N E C K

ENGINEERED WITH HIGH PERFORMANCE STANDARDS • Arched Gooseneck Design for ample clearance even at lowest king pin setting • 5-Position Gooseneck Door Adjustment allows for a full 8” range of king pin height settings • One-piece Main Beam Web and Flange Construction eliminates the potential for weak points

in high stress areas

• 10” I-beam Crossmembers on 12” centers in outer bays • Covered Knuckle/Boom Trough allows for low-profile transport • Sealed Electrical System and rubber-mounted LED lights reduce maintenance costs • A 3rd Lift Axle offers on-the-road versatility • Adjustable Ride Height Control conveniently located near rear tail channel • Heavy-Duty Pullout Front Outriggers at concentrated weight pivot point provides extra strength

For over 40 years, Trail King has been the leader in making “impossible” hauls possible. Backed by our unmatched dedication to engineering quality and customer service, we can find a solution that’s just right for you. Have a heavy haul? Contact your nearest TRAIL KING dealer or call 800.843.3324 to learn more.

on record | by Marcia Gruver Doyle

MGruver@randallreilly.com

Enjoyment Factor No. 1

eeting contractors is Enjoyment Factor No. 1 in this job, so last month was a great start to the year: I got to spend time with three contractors in three different states. Between the three, there were great differences in markets, equipment and approaches. Underneath that, however, was a bedrock of commonality: They recognized opportunity. Not to get too corny, but if America is the land of opportunity, then construction is the industry of opportunity. My three construction firms had vastly dissimilar backgrounds. One couple “inherited” their company from his father – much more complicated than it sounds and fraught with big risk. Another fell in love with construction early on and started working for a paving firm in high school. Now he’s 30 years old – and has an $8 to $10 million firm. Still another directed her business acumen at benefitting from the disadvantaged business programs in her area. Today, she employs 75 people. They recognized talent. “It’s not just one of us, it’s all of us,” said one contractor. “I brought together guys I can trust.” Another: “I have a dream team. You have to surround yourself with people with real life experience and who’ve seen it before. I look at every day as a school day.” The third contractor referred to his equipment manager/ project foreman as “wicked sharp. I don’t have to worry about anything he does, be-

cause he’s a perfectionist.” They valued that talent. This isn’t slap-onthe-back, glad-you’re-here surface appreciation, but rather a fundamental understanding that their companies exist and thrive because of the skills of their people. One recalled a particular high point when an employee called, excited to be moving into a justpurchased home in time for Christmas. It was the first time anyone in his family had bought a house. “I want our people to have a good life,” she said. Echoed another: “If you take care of your people, the profits will come.” They prioritized communication. All three stressed field-office-client communication. One contractor had just started a soft-skills campaign, bringing in an outside consultant to find better ways to communicate and resolve conflict. “We didn’t take it on because we failed at anything,” he says. “We did it to help make us better.” They are always looking for a better way. With machines running in the background, voice communication can be iffy on the jobsite. One contractor solved this with a group text to his key foremen; one they check every break. When a job called for the removal of massive hangar doors at a local airport, another contractor opted to use an excavator with a shear, while all other bidders opted to use a crane. A three-month job was reduced to seven days. These contractors opened up their offices – and in many ways, their hearts – to me; and I was one heck of a privileged guest.

EquipmentWorld.com | February 2016 9

Never Settle.

Beyond Tough Waste applications demand a machine that’s designed for the job. We custom-engineer every machine with our own components and energy-efficient technologies. Waste-specific guarding protects key components, while the radiator and cooling fan are protected from debris by their unique positioning. Plus, the hydrostatic drive and continuous traction reduce tire wear by 20 percent. Our loaders offer smooth operation, hydraulic braking and excellent control so you handle more, faster. Find your dealer at liebherr.us/dealer-emt. “We haven’t compromised on anything; why should you?” Liebherr Construction Equipment Co. 4100 Chestnut Avenue Newport News, VA 23607 Phone: +1 757 245 5251 E-mail: info.lce@liebherr.com www.facebook.com/LiebherrConstruction www.liebherr.us

reporter | by Equipment World staff

Aging U.S. workforce has benefits, liabilities for construction firms

oughly a quarter of all workers are expect- tal injuries than younger workers, but spent more days ed to be 55 or older by 2022, according to away from work after an injury. And injury recovery the U.S. Bureau of Labor Statistics (BLS); took more than four times longer for workers 65 and a shift in demographics that has several up than it did for workers between the ages of 16 and implications for workplace safety trends. 19. With the exception of slips, trips and falls, workers While it is perfectly natural for people’s physical over the age of 45 generally have a lower rate of injury conditioning to decline as they age, Bill Spiers, a risk than any other age group. However, some of these control services manager with insurance consultant safety-related benefits are greatly diminished in the Lockton Companies, says that the aging workforce will construction industry, have a negative imas indicated by studies pact on worker’s comp published by the Cenclaims. “The wave is ter for Construction coming,” Spiers said. “As Research and Training those [older] people stay, (CPWR), an affiliate of it’s my opinion that the the AFL-CIO. Accordcost of those injuries is ing to their research, going to be higher.” the fatality rate for Though previous workers aged 65 and generations typically older was 24.6 per stopped working at 55, 100,000 full-time emworkers born between ployees (FTEs), higher 1946 and 1964 have than any other age been staying at their jobs group. BLS data backs significantly longer. Sevthis up. eral factors have promptIn 2008, 580 worked this change, includThough the rate of nonfatal injuries for older workers is significantly ers 65 years of age ing pushing back the lower than other full-time employees (FTEs), the rate of fatal injuries and older died on the for these same workers spikes around age 60. retirement age at which job for reasons other Source: Bureau of Labor Statistics people can receive full than natural causes, Social Security benefits, says the BLS; in 2014, the number was 656. Between and the shift from pensions and definitive retirement 2013 and 2014 alone, the number of work-related faincentives to 401(k) plans. In addition, some workers talities in the 65-and-older age group rose 17 percent. simply enjoy their jobs and desire to keep working. Older workers had a significantly lower rate of nonfa– Jill Odom and Lucas Stewart

Contractors increase IT spending as smart devices become commonplace

ccording to the Associated General Contractors of America (AGC) 2016 Construction Industry Outlook, 42 percent of the more than 1,500 firms responding to the survey indicated that they intended to spend more than 1 percent of their gross annual revenue on information technology (IT). That’s up 32

percent from a similar survey conducted two years ago. All is not on an upward slant, however. Most respondents – 58 percent – said they will spend less than 1 percent of their gross revenue on IT and 42 percent indicated that they have no IT personnel on staff. Forty-one percent of respondents said that they will (continued on page 12) EquipmentWorld.com | February 2016 11

reporter | by Equipment World staff (continued from page 11) be increasing their IT expenditures this year over last, and 42 percent said that they intend to implement an IT plan this year. Smart phones and tablets are the most popular route for doing this, with 83 percent of those surveyed indicating mobile devices as their choice when managing projects outside of their traditional market areas. Respondents said they plan to use mobile software technology in a number of ways, including submitting daily field reports (76 percent), accessing customer and job information from the field (68 percent) and sharing drawings, photos and documents (67 percent). –Wayne Grayson

How contractors plan to use mobile software technology:

Source: AGC

$150K in prizes at stake for AEM’s Infrastructure Vision 2050 Challenge

he Association of Equipment Manufacturers (AEM) has kicked off its Infrastructure Vision 2050 Challenge, offering $150,000 in prizes for “innovative ideas to overhaul the crumbling infrastructure that Americans rely on to move people, materials, products, services and information.” The competition, which is open to anyone, is broken into three phases: • The Complain Phase (deadline March 15), aimed at engaging the public to describe the biggest infrastructure problems facing their respective communities. The winner will receive $2,500, and ten finalists will receive $250 apiece. • The Dream Phase (deadline May 31) is designed to solicit new ideas, particularly from non-experts. There will be five winners in this category, each receiving $9,000. • The Build Phase, with a to-be-determined launch and deadline, will solicit implementation plans based on 12 February 2016 | EquipmentWorld.com

the winning solutions in the Dream Phase. The grand prize: $100,000. AEM is using the HeroX crowdsourcing model for the competition, which is focused on the concept that everyday people, with great ideas, can change the world for the better. “We need to engage innovators who we haven’t heard from before and who have the ability to imagine how people, freight, energy and information will move in the country of tomorrow – even as far out as the year 2050,” says Dennis Slater, AEM president. –Wayne Grayson

the choice is yours.

You have a choice about the fluids, filters and other parts you use. But only genuine Bobcat® parts are engineered specifically to enhance and prolong the performance of your Bobcat equipment. Genuine Bobcat oil filters ensure the right balance of filter efficiency, capacity and pressure drop to meet Bobcat engineering standards.

For more on the benefits of Bobcat filters: Bobcat.com/Filters 1.877.745.7813

THE RIGHT SPECIALIST FOR THE JOB. WD-40® Specialist® Rust Release Penetrant. Featuring Blu Torch™

Technology, it cuts through rust two times faster than the leading

competitor. It’s not for everybody. It’s for you.

PROS AGREE: 4.8 OUT OF 5 STARS. See what they’re saying at WD40Specialist.com

Source: Independent laboratory nail climb test against 2014 low VOC PB Blaster Penetrating Catalyst Product. WD-40 Specialist Rust Release Penetrant Spray with Blu Torch Technology travels up a nail 2x faster than the competitor. August 2014.

marketplace | by Lucas Stewart

LucasStewart@randallreilly.com

1228ADT Scraper can now be mounted on 25- to 30-ton haulers R’S O IT CK D E PI

K-Tec’s 1228ADT 28-cubic yard scrapers can now be mounted onto Articulated Dump Trucks (ADTs), as well as construction and agricultural tractors. The 1228ADT can be pulled by a 25 or 30-ton ADT, and can either be push-loaded or top loaded via excavator for heaped hauling. Guided by a digital display screen, operators can control the scraper with joystick controls. The screen also tracks load count productivity and allows for easier on-site troubleshooting. With the ADT as the prime mover, the scraper can travel up to 30 mph down haul roads, helping to reduce cycle times. The ADT unit has a sharper turning radius – up to 90 degrees – allowing better maneuverability on small jobsites.

ATLAS COPCO LIGHT TOWER HAS UP TO 140 HOUR RUN TIME The LED HiLight V5+ light tower from Atlas Copco is designed to minimize operational costs and maximize light output time. The LED floodlights are rated for 10,000 hours of use, and are engineered to withstand jobsite abuse, including vibration and harsh work environments. The light tower houses a retractable vertical mast, which uses a 3,500-pound winch to raise the canopy up to 25 feet, without having to rely on horizontal hoisting (which increases setup time). The HiLite V5+ produces as much as 440,000 lumens using a Tier 4 Final Kubota diesel engine powering a 3-kilowatt generator, enabling up to 140 hours of run time before refueling. EquipmentWorld.com | February 2016 15

marketplace | continued DOOSAN RELEASES POWER TILTING COUPLER, SEVERE DUTY BUCKETS Doosan’s new DX140 power tilting coupler will add up to 134 degrees of flexibility to their DX63-3 compact excavator, DX140LC-5 through DX255LC-5 crawler excavator models, and the DX140W-5 through DX210W-5 wheel excavator models. The coupler will simplify trenching or ditching jobs by allowing the operator to tilt the bucket 67 degrees to the right or left without changing attachments or repositioning the machine. It will also assist with digging around or under objects, such as underground pipes. Doosan has also released a line of severe duty buckets, made from abrasion-resistant material, allowing for greater durability in heavy digging and loading applications, such as quarry work. The side cutters, side wear plates, shell bottom and weld-on wear shroud are abrasion resistant and reinforcing gussets have been included on the bucket’s machine-fitting joint.

HILTI’S CORDLESS DRILL ATTACHMENT REDUCES DUST BY UP TO 97.8 PERCENT The latest model of Hilti’s TE 4-A18 rotary hammer drill now comes with an optional dust removal system (DRS) attachment for virtually dust-free drilling in a cordless system. The ergonomically-designed and lightweight unit reduces clean up time and provides a healthier workspace for workers. The DRS attachment is powered by the tool’s 18V battery, and adds greater functionality to the stock TE 4-A18, which has a high-efficiency motor and electro-pneumatic hammering for higher drilling performance.

16 February 2016 | EquipmentWorld.com

Portable Power

WE DO MORE THAN DESIGN EQUIPMENT.

WE POWER YOUR SUCCESS. At Doosan Portable Power, we’re known for engineering solutions that make customers more productive. Visit www.DoosanPortablePower.com to find the dealer nearest you and find out how we can help you achieve: • Maximum fuel economy • Unparalleled productivity • Exceptional Reliability

LIGHT TOWERS

DoosanPortablePower.com | 800.633.5206

GENERATORS

COMPRESSORS

marketplace | continued MINI GRAPPLE DESIGNED FOR SUB-COMPACT TRACTORS Worksaverâ&#x20AC;&#x2122;s mini grapple can be used with universal skid steer quick attach systems. The CTMG-48S grapple features a 31-inch wide upper grapple (made of 3/8-inch steel) and a larger 48-inch wide lower rake (with 1/2-inch steel tines), equipped with gripping notches to maintain a tight grip on loose materials. The grapple is designed to handle brush and small debris.

GRINDEX ADDS MAXI H-LITE SUBMERSIBLE PUMP

Grindexâ&#x20AC;&#x2122;s Maxi H-Lite submersible electric pump features a 25-kilowatt motor, and is designed for heavy duty drainage applications. Built to bridge the gap between the Matador (18 kilowatt) and Maxi (37 kilowatt) pumps, the Maxi H-Lite is lighter and has a slimmer design. The pump has a redesigned top cover, which includes a cable entry to prevent water leakage in the junction chamber, and also features easily adjustable impeller-suction-coverclearance to compensate for wear as the pump ages. The Maxi H-Lite uses an open impeller, which is available in either Hard Iron or stainless steel.

18 February 2016 | EquipmentWorld.com Rubbertrax_Equip0216_PG.indd 1

1/7/16 3:13 PM

WHEEL LOADERS machine matters | by Richard Ries

After years of big changes, 3 to 8-cubic-yard loaders have settled into a period of refinement to enhance productivity, comfort and safety.

20 February 2016 | EquipmentWorld.com

Transmissions

wo types of transmissions are commonly found on wheel loaders: hydrostatic and torque converter. With torque converters, the lock-up feature is standard on some models and optional on others. “Hydrostatic is simpler and has fewer moving parts,” says Mike Stark, product specialist, heavy wheel loaders with Doosan. “Another benefit of hydrostatic is better power management and, with that, better fuel economy. But, hydrostatic transmissions generate more heat than torque converter transmissions at higher speeds and in demanding applications. Hydrostatic is generally better in short run applications, while torque converters work better for longer runs. Both hydrostatic and torque converter are well-established technologies, familiar to both operators and service personnel.” Torque converter transmissions usually have four or five speeds. Often the 4-speed version is standard and the 5-speed optional. Case loaders in this range come standard with a 4-speed transmission; the 721F, 821F and 921F are available with an optional 5-speed unit with lock-up and computercontrolled clutch modulation. “Applications with a lot of roading, including municipalities, agriculture and quarries benefit from the

efficiencies of a 5-speed transmission,” says Brad Stemper, solutions marketing manager, Case Construction Equipment. “And the lockup torque converter gives the operator more gear selections to keep the engine in its best power range, increasing fuel savings at roading speeds and improving acceleration and hill climbing.” The 5-speed also has the Case Powerinch feature, which improves accuracy and control in tight loading applications. The 4-speed transmission has a lower initial cost and is a good choice for customers whose applications won’t take advantage of the features offered by a 5-speed setup. But even when transmission type is matched to a machine by duty cycle and other considerations, further refinement is often needed because of the variation in demand of different types of loading. Modes match performance to applications. The fully automatic, electronically controlled ZF AS Tronic transmissions in Hyundai loaders have three modes, for example. Automatic Light (AL) is for traveling longer distances at higher speeds. Automatic Normal (AN) is for mixed applications that involve both short travel distances and occasional longer travel. Automatic Heavy (AH) is for use in constrained environments, such as all-day Vor L-pattern loading. “With multiple modes,

The stepless, four-range, electronically controlled, intelligent hydrostatic drive system on the Caterpillar 926M, 930M and 938M provides the operator with a choice of three power train modes.

Liebherr models L550 through L586 have a new standard power-split transmission. Using both a mechanical and a hydrostatic drive, the design captures the best of both. The hydrostatic is used for short loading cycles, while the mechanical is used for longer distances and uphill sections. A continuously variable transmission (CVT) automatically adjusts between the two drives, matching the drive type to the job at hand. EquipmentWorld.com | February 2016 21

machine matters | continued a self-adjusting clutch and self-diagnostic capabilities, these transmissions provide maximum productivity while controlling owning and operating costs,” says Corey Rogers, marketing manager, Hyundai Construction Equipment Americas. Operators of Caterpillar loaders can choose from three modes that shape overall machine response. Hystat mode provides aggressive engine braking and enhances productivity in loading operations. Torque converter mode allows freewheeling on descents and around corners, reducing both operator fatigue and fuel use. Ice mode enhances traction in slippery underfoot conditions. “Our 926M, 930M, and 938M small wheel loaders all have this Powertrain Mode selection, since it’s part of the Caterpillar Intelligent Hydrostatic powertrain system,” says Joel Grimes, small wheel loader marketing engineer. Volvo’s OptiShift, standard on the L110H through the L250H models, has a lockup torque converter that can be toggled on and off by the operator. OptiShift also features Reverse by Braking (RBB), which automatically engages service brakes during direction reversals. Common practice in short-cycle loading is to shift from forward to reverse, or vice versa, and rely on the torque converter to slow the machine in the midst of the direction change. RBB recognizes deceleration brought about by use of the forward/reverse lever and uses speed, direction and throttle position to apply the service brakes. The operator handles the machine the same way as before, but RBB provides smoother deceleration and direction changes. Torque converter wear is reduced, since it is no longer used for deceleration. “OptiShift provides fuel savings during travel, on inclines and in load-and-carry operations,” says Eric Yeomans, product manager of wheel loaders, Volvo. “Reverse by Braking provides benefits during short22 February 2016 | EquipmentWorld.com

The four main components of Deere’s hybrid electric-drive technology are the generator, inverter, motor and brake resistor. In addition to offering up to 25 percent fuel savings, the design provides near-constant torque and continuous hydraulic flow. cycle loading. This means there are improvements to productivity and fuel efficiency regardless of how the loader is being used.” In keeping with its business model of providing full performance but fewer frills at a lower initial investment, SDLG equips their loaders with ZF manual powershift transmissions that feature no modes at all. There is a manual kickdown, which most operators use to toggle between first and second gears throughout their work shifts. SDLG offers an aftermarket joystick that combines kick-down and F-N-R selection with standard joystick functions. “Probably 80 percent of our loaders go into simple loading operations,” says Nick Tullo, sales manager for SDLG. “This simplified approach to transmission management works well in those applications.” On their 544 through 844 models, John Deere offers a 4- or 5-speed

An intelligent clutch cut-off system is standard on both the 4- and 5-speed transmissions available on the JCB 457 loader. By dynamically adjusting the clutch cut-off point, depending on transmission output torque and brake pressure, it effectively disengages the clutch to limit tractive effort and reduces brake wear.

The Doosan DL200-5 and DL200TC-5 (toolcarrier version) feature a new hydrostatic drive instead of the torque converter transmissions used in their predecessors. Operators can choose from three power modes and multiple traction modes.

Our Volvo E-Series excavator has allowed us to do things that are hard to believe — that are just plain amazing.

That’s our Ex Factor. – Jim Whitaker, fleet manager, Whitaker Construction

Whitaker Construction has more than 60 years’ experience in underground construction. As one of the largest utility contractors in their region, they have to operate with a cutting edge. Jim says the EC380E gives them that edge — working up to a 480 class size, while fitting in tighter spaces — allowing them to tackle challenging jobs with more efficiency. Find tips to get the most from your excavator at volvoce.com/ExFactor.

machine matters | continued powershift torque converter transmission; lock-up is either standard or optional on the 5-speed, and transmission speeds and lock-up configuration vary with the size of the loader. Since 2013, the Deere 644 Hybrid loader has featured a dieselelectric drive, similar to that used on locomotives. The system uses a Deere 6.8-liter engine running at a constant speed, a generator, a single electric motor and a simplified 3-speed powershift transmission. Three speeds are enough, since electric motors have broad, flat torque curves. The transmission has no reverse; the electric motor is reversed to provide reverse travel. Energy is recovered on trailing throttle to slow travel speed and to power hydraulic circuits. When the operator lifts from the throttle, roll control can simulate either torque converter transmissions with freewheel, or hydrostatic drives with deceleration. Hydrostatic emulation reduces the need to use service brakes in V-pattern loading. â&#x20AC;&#x153;In most loading applications, the 644K Hybrid takes advantage of the near-constant torque of the electric motor and the machine rarely leaves first gear,â&#x20AC;? says John Chesterman, product marketing manager of 4-wheel-drive loaders, John Deere. In typical loading applications, Chesterman says, a traditional loader is running at 100 percent of engine output, whereas the hybrid is running at 25 percent. The combination of a smaller engine and lower demand from the engine creates exceptional fuel efficiency. 24 February 2016 | EquipmentWorld.com

The Komatsu WA470-8 features Komatsu SmartLoader Logic that matches engine torque to the application. For example, higher torque is provided during V-pattern loading versus lower torque for driving with an empty bucket. Paired with a large capacity torque converter with enhanced lockup, the design improves fuel efficiency and productivity.

The standard 4-speed transmission on the Case 821F and 921F loaders has a manual kick-down. The optional 5-speed with lock-up torque converter prevents rollback, even on steep slopes.

Standard on the SDLG LG959 loader is a ZF 4WG200 powershift transmission with twist-grip control and kickdown function.

Volvo OptiShift with Reverse by Braking and lockup torque converter reduces fuel consumption by up to 18 percent.

The Hyundai HL900 series loaders have a 4-speed automatic transmission, or you can opt for a 5-speed automatic transmission with a lockup clutch to improve efficiency and minimize heat.

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machine matters | continued Cab and controls OEMs have been touting cab size growth in smaller machines, but bigger isn’t always better with these larger loaders. “In mid-size loaders, what matters more than sheer size is configuring space, providing connectivity for electronic devices and maximizing storage options,” says Chesterman. Stark notes that smaller components open up more space without making cab dimensions any larger. “Doosan made the steering column smaller from the floor to the top. And because membrane switches take half the space of rocker switches, we were able to make our panels smaller.” Engineers added interior space to the CommandPlus cabs on JCB loaders by positioning the HVAC system outside of the cab. “This provides additional storage for use by the operator behind the seat, as well as in pockets on the front and side consoles,” says Ashby Graham, heavy line sales manager, JCB. Komatsu America redesigned their cabs when moving from -6 (Tier 3) to -7 (Tier 4 Interim) models. There was a new console, standard rearview camera, and slightly more leg room achieved by moving the seat back a bit. The current -8 (Tier 4 Final) models retain these features, and have further increased comfort with the inclusion of Sears Seating seats. HVAC saw no significant changes; it worked well already. “It’s a set-it-and-forget-it function,” says Craig McGinnis, product marketing manager of wheel loaders, Komatsu. Most OEMs offer air-ride seats as either standard equipment or as an option. SDLG directs customers to the aftermarket for air bladders to convert their mechanical suspension seats to air ride. Much of an operator’s comfort comes from the response characteristics of the loader. The eco-pedal 26 February 2016 | EquipmentWorld.com

Cab volume is increased up to 10 percent in Hyundai HL900 series loaders over previous models. Features include a 7-inch touchscreen monitor and enhanced climate control with high-capacity filtration and additional vents for better airflow management. feature on Hyundai loaders provides feedback by way of resistance (at the throttle pedal as the engine reaches 90 percent or more of its maximum rpm) to help operators stay in the more fuel-efficient range of engine speed. Komatsu WA380-8 and WA470-8 loaders have a semi-auto dig function that curls the bucket at the touch of a button, and the WA5008 has full auto dig that curls the bucket and lifts the boom. “Automating functions that operators do most often is an effective way to reduce fatigue and enhance comfort,” says Rob McMahon, wheel loader product marketing manager, Komatsu. With the Caterpillar Intelligent Hydrostatic system, operators control engine speed with the right pedal and travel speed with the left pedal. “This allows operators to enjoy quick cycle times with high RPMs, along with full control of both speed and wheel torque dur-

Joystick steering, as seen on this Deere 844KII, can improve productivity and reduce operator fatigue.

An improved adjustable steering column improves ease of operation and provides more legroom in Doosan DL300-5 through DL550-5 loaders.

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DoosanEquipment.com/Randy1 1.877.745.7814 Doosan and the Doosan logo are registered trademarks of Doosan Corp. in the United States and various other countries around the world. ©2016 Doosan Infracore Construction Equipment America. All rights reserved. | 169

machine matters | continued ing the dig cycle and when approaching trucks and hoppers,” says Grimes. OEMs work to control vibration and sound levels in the cab. Silicon oil-filled viscous cab mounts mute vibration, which helps reduce noise levels. Bruce Boebel, senior product manager of wheeled products, Komatsu, says Tier 4 Final provided an opportunity to design sound control into engine and aftertreatment systems. “The Komatsu Diesel Particulate Filter is actually a better silencer than most conventional mufflers.” Volvo offers an option that continues to circulate engine coolant and run the cab fan on low during periods of shutdown. Unlike auxiliary power units used on line-haul trucks, this option won’t maintain a heated interior indefinitely or provide air conditioning, but it will keep the operator’s environment noticeably warmer during lunch breaks and other short periods when the engine is not running.

The Case 621F and 721F feature cabs with full climate control. Options include joystick steering, a rearview camera and a heated air-ride seat.

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Visibility Operators want 360 degrees of visibility, but there are key areas where visibility matters most. To load efficiently, they want to see the bucket. They want to see the front tires in order to detect slippage while charging the pile. And, to operate safely, they want to see behind the machine. For visibility to the bucket and front tires, many OEMs use ceiling-to-floor glass. Some use flat panel laminated glass, while others use model-specific curved safety glass. Benefits of flat glass include no distortion

Kawasaki offers XT versions of two loaders, the 95Z7XT and 115Z7XT (shown). “XT” is for “extreme,” and these models feature shorter, beefier boom arms to handle bigger buckets and provide greater breakout force. Capable of hauling about 12 tons per bucket, the 95Z7XT and 115Z7XT can load a standard 24-ton truck in two passes instead of three. Breakout is 2 percent higher with the 95Z7XT and 6 percent higher with the 115Z7XT.

EquipmentWorld.com | February 2016 29

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machine matters | continued and lower repair costs when a panel breaks. Benefits of curved glass include no seams or joints to obstruct visibility and the ability to better integrate the shape of the glass into the contour of the cab. The single piece curved front windshield on Cat K Series loaders, along with a redesigned ROPS, created a larger cab; those features will be carried forward into the M Series. Most loaders now come with a 4-post ROPS cab. Where OEMs choose to position the A pillars can have a big effect on visibility. JCB moved the A pillars of their CommandPlus cabs out to the same width as the rear of the cab to provide a panoramic front windscreen and larger interior. All switches and auxiliary controls have been repositioned on the right hand A pillar, creating a simplified interior and providing easy access to controls. Visibility behind the loader is a little more complex. Some OEMs have rear-view cameras as standard; others offer cameras as options. Deereâ&#x20AC;&#x2122;s optional cameras have multiple modes, including always-on and on-in-reverse only.

Larger external mirrors on the Cat 926M, 930M (pictured) and 938M feature a lower parabolic section that allows visibility to the rear tires at ground level, improving safety when working around trenches and when loading machines on trailers.

Case 821F and 921F models have floor-to-ceiling glass for excellent visibility to the bucket or tip of the fork.

EquipmentWorld.com | February 2016 31

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machine matters | continued “But cameras are vulnerable to rain, dirt, and glare from direct sun,” Chesterman says. “They can be helpful, but should be considered a secondary visibility asset with unaided visibility the primary concern. One key is finding the sweet spot between cab size and operator placement for visibility.” A big part of the rear-view equation is the size of the hood. Tier 4 Final engines (with exhaust aftertreatment and larger cooling systems to handle their higher rates of heat rejection) need more room under the hood. Accommodating this without obscuring the operator’s view to the back of the machine is tricky. An OEM’s ability to factor this in influences what additional apparatus, if any, will be required to provide rear visibility. Several OEMs offer, or are developing, rear object detection systems, much like those found on passenger vehicles. No OEM is currently offering 360-degree cameras on loaders, although some aftermarket cameras are now available. The addition of side mirrors greatly enhances safety when working near trenches and when loading the machine onto a trailer.

The JCB 457 is the first to feature the company’s next-generation CommandPlus cab. With A pillars the same width as the rear of the cab, the panoramic front windshield provides improved visibility. Other cab improvements include revised pedals, a new adjustable steering column, and seat-mounted hydraulic controls.

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WAYS TO SCREW UP AN EXTENDED OIL DRAIN INTERVAL \\

maintenance | by Tom Jackson | TJackson@randallreilly.com

k c e Ch o int s t hi

ontractors managing fleets of heavy equipment can save big bucks by extending the engine oil drain intervals. But, if you are negligent, you could seriously damage the engine and pay tens of thousands for a repair or rebuild In the past, 250 hours of engine time was the norm between oil drains, but thanks to changes in oil, engine technology and sump size, many OEMs now recommend 500 hours. But, contractors may be able to stretch out their engine oil life to 750 hours or so with little or no risk to the equipment. We usually approach this subject by reviewing best practices, but this time, we asked several industry experts to tell us some of the worst things you can do to screw up an extended oil drain program. Here’s what they had to say:

1 IGNORE YOUR SERVICE TECHS There are a lot of numbers and reports to watch when setting up an extended oil drain program. In doing so, a fleet manager can run the risk of ignoring what his technicians in the field are experiencing, says Richard LeFrancois, a heavy equipment fleet management consultant. LeFrancois says he doesn’t discount the value of computers and being able to diagnose machines with telematics and laptops, but the art of listening to a machine is a skill that’s fading away as the older technicians retire. “I went through that period of transition, from the older guys to younger guys who didn’t have that experience. Fleet managers used to seek out the input of the older guys on a daily basis and incorporate them into the process. But, in the past few years, we’ve lost a lot of that institutional knowledge that had been gained over the past 30 or 40 years. The field technicians, fuelers and oilers are ground zero for the machines because they’re touching the machine almost every night.”

SOLUTION: When you embark on an extended oil drain program, make sure you get buy-in from everybody – from the higher ups to the guys in the field. Make sure the guys in the field know what you’re doing and that you want their input. Use your computers, as well as sight, sound, smell and touch.

EquipmentWorld.com | February 2016 35

maintenance | continued

2 GO CHEAP ON THE OIL “Everybody I’ve talked to says you need to use a quality oil,” LeFrancois says. “You can’t start with cheap oil.” While the goal of extending oil drains is to save money, the oil must still be robust enough to go the distance and protect your engines. Inexpensive oils generally have less robust base oil and additive packages, and these are what protect the engine from wear. That being said, the most expensive oil may not be the right solution either, says Jami Melani, field engineering/technical services manager for Castrol. “The key is that whatever oil you buy, you want to get the most useful life out of it,” Melani says. “Full synthetic oil is expensive, and our experience is that a semi-synthetic provides excellent protection and extended drain capability.” Financially, it is counterproductive to use the most expensive oil if a lower cost product will do the job. Many of the full synthetic oils are designed for over-the-road trucking, where their low viscosity formulas can improve fuel economy by 1 or 2 percent. However, in off-road equipment fleets, the viscosity/fuel efficiency advantages have not become a concern yet. Some heavy equipment contractors, however, will use full synthetics in extremely cold climates where higher viscosities may make equipment hard to start.

SOLUTON: Consult with your lube oil supplier for recommendations, and ask

36 February 2016 | EquipmentWorld.com

him if other contractors have had good results with extended drains on semi-synthetics or other less expensive formulas. You may also want to run a test trial on just one machine to see how far you can push a medium priced oil before wear metals show up or the oil starts to degrade.

3 IGNORE NEW ENGINE TECHNOLOGY Don’t assume that because you have two machines of the same brand, size and engine that they will perform the same in an extended oil drain environment. If the age of these two machines varies – sometimes as little as just a few months – they may have different injectors, different horsepower and torque bands, and radically different emissions controls. These can alter the results you get back from your oil samples. “At one point, when I was working with Cat 3406 engines, we could cover most of the applica-

“

The field technicians, fuelers and oilers are ground zero for the machines because they’re touching the machine almost every night.

– Richard LeFrancois

”

tions with about three different injectors,” says Melani. “Today, you have to have a specific injector for almost each horsepower class for that engine.” Some manufacturers also use different alloys and materials in their engine blocks, says Melani. “Components in the engine block will leach out into the oil and give you a bunch of false positives. You may think its coming from error or something else, but it’s actually leaching out of the block.” This does not hurt the engine or the oil, but it does create what Melani calls “noise,” or false positives in the oil samples early in the engine’s life. Soot can be a factor, and is often the first element to condemn an oil, says LeFrancois. “Soot is worse than it used to be, and you can’t trap soot in a filter because it’s a half-micron in size,” he says. Once soot reaches the saturation point, the oil becomes thicker and harder to pump through the engine. Soot levels increased dramatically in Tier 3 and Tier 4 Interim engines when manufacturers increased exhaust gas recirculation (EGR) rates. The newest engines using selective catalytic reduction (SCR) technology have lower rates of soot formation, but soot levels still vary widely depending on the manufacturer and idle rates. Tier 4 Final engines also tend to run hotter than their predecessors, and that may shorten the life of your oil as well, says Corey Taylor, senior development technologist for Castrol’s global lubricants technology team. Different OEMs’ engines will run at different temperatures. As a result, some fleet managers are dialing back the hours between oil changes, he says. Heat increases oxidation in the oil, causing it to get thicker. “When you are extending drains, you don’t want to come anywhere near

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maintenance | continued that point,” Taylor says. Things will go bad quickly and get out of control. You want to stop the process before it gets to that point.

SOLUTION: Consult with your equipment OEM before launching any extended drain programs, and don’t combine oil sample results of old engines with new engines. Also, note that a new diesel oil lube standard (right now its being called PC11, or “proposed category” 11) is being developed and tested by all the OEMs and major oil companies, Taylor says. One of the major goals of the PC-11 oils will be to provide better oxidative stability to counteract the excessive heat generated by emission compliant engines. Expect the new oils to become available in late 2016 or early 2017.

38 February 2016 | EquipmentWorld.com

4 RELY ON OLD TAN/TBN RATIOS Another metric that fleet managers used in the past to judge oil life, the TAN/TBN ratio, has changed in the age of the Tier 4 Final engine. TAN is the total acid number and TBN is the total base number. As the oil ages, the TAN goes up, making the engine oil more acidic. The TBN is the measure of the alkaline additives oil companies put in their lube oils to counteract this acidity. As the TAN increases, the TBN decreases. If you plot their concentrations from an oil sampling report on a graph, the point

where the two lines intersect is where many fleet managers historically decided it was time to change the oil, says Melani. But, that changed when fuel refiners switched to ultra low sulfur diesel in 2010-11 in order to meet the requirements of new emission control regulations. Since sulfur in the fuel creates acids during combustion, the low sulfur fuels tended to acidify much slower. “TBN and TAN tend to cross at a low angle today,” Melani says. “There isn’t a rapid gain or loss of either one, and the useful life of the oil can go much further.”

SOLUTION: Don’t rely on old rules of thumb about TAN/TBN, and consult with your OEM and oil supplier about when they think you should change the oil.

5 GRAB A SAMPLE FROM THE SUMP Taking an accurate oil sample requires a certain level of scientific precision that not all service techs understand. Melani describes four different ways techs sample oil, going from the the worst, to the best: • Dipping. The worst sample method is to dip your sample vessel in the oil that has already drained out of the engine. • Swiping a sample from the oil stream. This is where the tech unscrews the oil drain plug, waits 10 seconds, and

then runs the sample bottle under the stream of oil. The oil at the bottom of the sump or drain pan has collected a high percentage of wear metals and heavy particles. It’s the dirtiest possible place to sample oil and will give you skewed results. • Vampire pump . This method is acceptable providing the engine is up to temperature and the sample tube is the correct length. • Sample ports. Aftermarket sample ports are quick and convenient devices, and usually the most accurate way to draw a sample. But they can render skewed results if they’re put in the wrong place. A lot of techs put them on a long, straight oil journal running on the side of the engine because it’s easy

to access. But, the oil flowing past these spots tends to be cleaner than average, and thus, renders inaccurate results. For the most accurate results, your sample port should tap into the block somewhere just downstream of a right angle turn in the flow of oil through the engine. This will mix up the particles in the oil enough to give you the most accurate sample possible.

SOLUTION: Many OEMs are now putting sample ports on their engines and these will be in the most advantageous place. If you’re retrofitting a port onto an existing engine, make sure it’s in a spot where the oil flow is somewhat turbulent, or consult the engine OEM for advice.

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telematics

TELEMATICS 101

HOW TO USE THE DATA Location, run time and fuel burn are the low-hanging fruit of telematics; but when you start to study the numbers and then act on the information, they deliver tremendous savings.

ontractors sometimes complain that reading telematics data is like trying to take a drink from a fire hose – too much information, too fast. True, OEM and third party telematics offerings can give you a ton of data to look at. Then, there’s the Association of Equipment Management Professionals/Association of Equipment Manufacturers (AEMP/AEM) Telematics Standard Version 1.0 (which gives you four key data points), and the upcoming version 2.0, which yields 19 data points and dozens of fault codes. So there’s your fire hose. To help you start making sense of it, let’s look at three of the most common and most useful data points: asset location, run time and fuel burn. These are available

by Tom Jackson and Dan Samford

on most manufacturer telematics portals and through the AEMP/ AEM Telematics Standard Version 1.0. In future Telematics 101 articles, we will continue to explore the different ways contractors are using the data to improve safety, drive costs down and increase productivity. Keep in mind that reaping the benefits of a telematics system is an exercise in creative business analytics. Some users only want to keep track of their assets, but many fleet managers and construction companies are compiling and analyzing the data in ways that help them fundamentally transform their business. The key to finding value in this data deluge is to figure out your goals first. Then, build a data collection plan that will support those goals. Then, act on the information.

Location Knowing where your equipment is at any time brings a host of benefits. If you want to keep track of when equipment enters or leaves a particular area, you can set up a “geofence” using GPS coordinates. Anytime that asset moves into or outside its fence, you can have an alert emailed or sent to your phone. This can prevent unauthorized use, and alert you to potential equipment theft as well. Geofences used to be circular, but they’ve evolved to include square shapes and polygons, and now you can even set up a geofence to follow a river, a railroad track, or an interstate. This latter development is particularly useful for asphalt pavers. For example, it enables you to gauge exactly where the dump trucks are in relation to the paving machine that’s EquipmentWorld.com | February 2016 41

telematics | continued moving down the road. Armed with this knowledge, you can speed up material delivery to keep the paver moving, or slow things down to prevent choke points. Real-time monitoring of material trucks will also help you gauge asphalt plant output. If your trucks are caught up in traffic, you can make adjustments to their routes based on traffic information and avoid congestion. In addition to real-time tracking of assets during a job, you can use your geofence to count cycle times (as trucks move in and out of an area). Compiling accurate estimates of how many loads it takes to complete a particular job will help you create much more accurate and competitive estimates for future bids. Location data will also help your service technicians find equipment when they go into the field. On a large highway or civil engineering job, machines are often stretched out over many miles. Using telematics, the techs and fuelers can go straight to the machine requiring service, rather than wasting valuable time hunting for it. For property tax purposes, location data can also be used to verify where the equipment is kept, or working. If your offices are in a high tax state, but you have substantial assets working out of state, you may be able to use this information to reduce your property tax bill.

Run time Run time data is a simple measurement that tracks when the equipment is turned on and when it’s turned off. This allows you to set up simple curfews for your machines. If somebody cranks up a machine that should not be running before or after work hours, you can set up your telematics system to send you an 42 February 2016 | EquipmentWorld.com

alert. Or, you can get more sophisticated, and actually disable the starter during specific hours. Short term, run time can also serve as a time card. If a driver says he started work at 7 a.m., but the truck didn’t crank until 8 a.m., you may want to investigate. But the greatest benefits of having your run time data come from compiling it and using it as a scorecard. If you know tothe-minute how many machine hours it took to complete a specific job, or move a specific amount of material (and how much fuel you burned), you’ll be able to craft much more accurate bids for future jobs. That information can also be used to schedule maintenance and help your operations people forecast job completion dates. Long term, you can compile run time data into a spreadsheet and glean useful insights into your equipment utilization. It’s a well-established fact that site supervisors sometimes ask for more machines than they need because, in a pinch, they may need that extra machine. With a history of run time data, fleet managers are in a better position to argue for fewer machines. Low utilization rates can trigger beneficial conversations about jobsite organization, or the feasibility of using rental equipment instead of company-owned assets. It’s not unheard of for construction companies to reduce their utilization as much as 10 to 15 percent using telematics data. This not only means you use

fewer machines to do the same amount of work, but also that all the costs associated with ownership (including insurance and bonding) go down as well.

Fuel burn At the end of the day, knowing which machines need refueling, and which do not, can be a huge time saver for your fueling operations or fuel provider. Some fleet managers even leverage that data with their fuel vendors to negotiate better prices. Fuel burn statistics can also be an excellent indicator of engine lube oil condition, and help you establish a more accurate, condition-based maintenance program. Most contractors change lube oils on an hourly basis, 250 or 500 hours typically. But, if you have a machine in heavy applications burning above-normal levels of diesel, you may want to consider changing that machine’s lube oil ahead of schedule, or at least keep it on a watch list for more frequent oil sampling. And since fuel is almost always the biggest operating expense in earthmoving, keeping accurate records of fuel burn can give you valuable job costing data for competitive bidding purposes. Some contractors are even taking their fuel consumption data to their equipment dealers and using it to bargain for better prices – especially when they can prove that a particular brand and model of machine consumes more fuel than a comparable model from a competitor.

Daniel Samford, CEM, of Peak Performance Asset Services, consults in fleet management, telematics integration and negotiations for specialized construction equipment, annual vehicle purchases, national accounts and fleet value evaluations. With 21 years at Herzog Companies of St Joseph, Missouri, Samford operated in 12 divisions and managed a fleet of more than 2,800 units and 700 vehicles. He can be contacted through his website www.PPASllc.com or emailed at dsamford@PPASllc.com.

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

Cat’s Grade with Assist gives indicate-only 2D systems semi-autonomous control

No additional hardware is required to add Grade with Assist on 323F L models already in the field; the new system uses the display already in the cab.

at has added a semiautonomous grade assist system option (on top of its indicateonly Grade system) on its 323F L excavator. What Cat calls “Grade with Assist” enables operators – no matter what level of experience – to reach target grade as much as 45 percent faster than manual grading, says the company. To use the Grade with Assist

function, an operator enters the target depth into the Cat Grade system and presses the auto button. Assist technology takes over when the cutting edge of the bucket gets within 4 inches of target, locking onto the grade and automatically adjusting boom up/down and bucket in/out movements. From that point on, the operator just controls the stick-in speed using a single lever, achieving grade accuracy within 2 to 3 centimeters.

Cat’s Grade with Assist, introduced on its 323F L excavator, gives semi-autonomous grading capabilities to a machine with a 2D indicate-only grade control system. Assist will be available on Cat’s 3D AccuGrade system early this year.

“With an indicate-only system, operators are trying to minimize over-digging, so they go slower.” says Brian Stellbrink, Cat product application specialist, excavaEquipmentWorld.com | February 2016 45

product report | continued tors. “This gives you faster final grading, minimizing over-dig and protecting the grade.” The system automates bucket movements to maintain a constant bucket angle throughout the cut. The bucket angle can be adjusted by the operator to match the cutting angle to digging conditions, and the bucket angle can be automatically recalled for subsequent passes. The system prevents the cutting edge from penetrating below grade. You can also pre-set a ceiling and floor elevation, which prevents any part of the boom, stick or bucket from going above or below the pre-sets, a handy feature when working inside a building, under overpasses, or below overhead electrical lines. “The protection is not just for the top of the boom, but for any part of the front linkage, whether the bucket tip or the joint

between the boom and stick,” Stellbrink explains. The operator can override the system at any point using a fingertip trigger on the right joystick. “There are situations where you need to over dig – say you encounter a rock or tree roots,” Stellbrink says. “Just press the override trigger, pop out the obstruction, let off of the trigger and you’re back at your bucket set point.” Stellbrink says that Grade with Assist is a mid-step for contractors hesitating to take the leap from a 2D indicate-only system to a full-blown 3D GPS system. (Cat took a similar toe-in-the-water approach with its Slope Assist on K2 Series dozers, introduced last year.) “We can put it on top of our standard machine that already has an indicate-only system,” Stellbrink says. “It helps meet customers’ needs based on where

they’re at in technology adoption.” Declining to give an exact price, Stellbrink did say the cost is “thousands, instead of the tens of thousands of a 3D system.” Cat plans to add Assist to its 3D AccuGrade system early this year, which can be layered on top of any 2D systems a contractor may already have on a machine. While the 2D Grade with Assist does not require additional hardware, adding the function to the 3D system will require extra hardware. It takes about six to eight hours to retrofit Grade with Assist on a 2D system. “We’re starting with 2D Grade with Assist, and quite frankly, we feel that’s where most of the customers can benefit,” Stellbrink says. “If you look at the pool of 50,000-pound machine users, we feel that right now the majority of the opportunity is with basic 2D versus full 3D GPS.”

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46 February 2016 | EquipmentWorld.com Untitled-28 1

1/6/16 8:24 PM 1/20/16 1:17 PM

quick data | by Marcia Gruver Doyle

Articulated trucks

MGruver@randallreilly.com

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

New year-overyear change*

Auctions

NEW: UP 20%

Articulated truck auction prices, 2010-2015 $150,000 $145,000 $140,000

$135,000 $130,000

Average:

113,639

*Comparison of number of articulated trucks financed Nov. 1, 2014 to Oct. 31, 2015, and Nov. 1, 2013 to Oct. 31, 2014. Source: EDA, edadata.com

$125,000 $120,000

High: Dec. 2012

$115,000

$110,000 $105,000

138,895

Top three articulated truck buyers by state*

$100,000 $95,000

Auction prices for the top 10 models of articulated trucks have dropped by $41,342 since August 2014, and now are at their lowest level in the past 5 years; the average auction price for these models in the past 5 years was $113,639.

$90,000 $85,000 $80,000 $75,000 $70,000

Low/Current: Dec. 2015

88,498

2010

2011

2012

2013

2014

Dec.

Jul.

Apr.

Jan.

Oct.

Jul.

Apr.

Jan.

Oct.

Jul.

Apr.

Jan.

Oct.

Jul.

Apr.

Jan.

Dec.

Jul.

Apr.

Jan.

Oct.

Jul.

Apr.

Jan.

$65,000

PRICE

2015

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

362,500

OTHER TOP BID:

330,000

Texas, 95 buyers

Georgia, 45 buyers

Florida, 43 buyers

Top financed new articulated truck*

2012 Volvo A40F, 2,397 hours, Ritchie Bros., Oct. 27, 2015.

0 76,0

00 5 , 2 $36

AVERAGE

Volvo A40G, 309 units

HIGH

LOW

Final bids unit count: 153

27 8 , 5 $21 New

Articulated truck new/used sales trends* 2,500

Top auction price, paid for 2012 Cat 740B with 2,603 hours at a Ritchie Bros. Auctioneers International sale on Mar. 26, 2015, in Atlanta.

Jan. 1 – Dec. 31, 2015; prices of articulated trucks 5 years old and newer, U.S. sales only. Only includes bids $5,000 and above. Source: TopBid, topbid.com

USED: UP 16%

Used

Used high: 2005, 2,120 units

2,250 2,000

Other top selling new machine:

Used low: 2009, 992 units

1,750 1,500

Cat 740B, 308 units

1,250 1,000 750 500

New low: 2010, 104 units

New high: 2006, 1,629 units

250 0

UNITS

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014

*In terms of number of financed units sold Nov. 1, 2014 – Oct. 31, 2015. Source: EDA, edadata.com (Note: EDA reports are continually updated.)

*Financed equipment, 2005-2014, number of units sold. Source: EDA, edadata.com

EquipmentWorld.com | January 2016 47

ONE LUCKY CONTRACTOR WILL WIN IT ALL. Enter for your chance to win Equipment World’s 2016 Contractor’s Dream Package and take home a new Ford truck plus other cool prizes!

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highway contractor

| by Chris Hill |

ChrisHill@randallreilly.com

High-volume pavement preservation:

UNTAPPED POTENTIAL FOR

CONTRACTORS High-volume preservation method testing As part of its high-volume roadway testing, NCAT is examining 34 treatments and treatment combinations on test strips measuring 1/10 of a mile on U.S. 280 in central Alabama. These sections include a combination of the following: Microsurfacing: This treatment, which is slowly becoming the high-volume treatment of choice, is a slurry made up of a polymer-modified emulsion, fine aggregate, cement and water. It requires special equipment to mix and spread the product; an expenditure that seems to be precluding some contractors from using this method. Crack sealing: As simple as it sounds, applying a water-proof compound to cracks is one of the least esthetically-pleasing treatments, but it’s perhaps the most economical, particularly with the cost of material. Richard Turner, of Charleston County Transportation Dvelopment, says he’s working toward using crack sealing in combination with a fog seal as part of his pilot project program. “It’s something we need to do and it’ll be a cost effective treatment, but we’ve been slow to push that one out – because it’s not pretty.” Chip seal: This method is one of the longest-used preservation techniques, and involves the application of an asphalt spray with aggregate placed on top. Historically, it has been used on low-volume roadways. Most of Comer Contracting’s preservation work in Connecticut has involved chip seals. Fog seal: A mixture of water and a sealant, primarily used on shoulders or patched areas. Like chip seals, it’s generally for low-volume surfaces. Scrub seal: Closely related to a chip seal, this method requires brooms to shove an emulsion and aggregate mix into pavement cracks and crevices. Scrub brooms are towed by the truck applying the mix. Cape seal: This is a chip seal with a microsurfacing overlay. Marty Comer, with Comer Contracting, says he’s found this to be more widely accepted than a chip seal alone, particularly in residential areas. Again, this has been used more on lowvolume roadways. Thinlay (thin asphalt overlays): This is a growing method of preservation for both low- and high-volume highways. Small aggregate, flexible binders, and a thin mat (of 3/4-inch to 1-inch) are the key features. Using typical asphalt paving equipment, contractors can easily add this method to their preservation toolbox. Cold recycling: This involves milling and mixing recycled asphalt pavement with an emulsification or rejuvenating compound, and then laying down a mat from the mix. This preservation method can be used for both low- and high-volume roadways.

sphalt pavement preservation is a tactic used primarily in the realm of low-volume roadways. It has helped municipalities expand road life, keep overall highway maintenance costs down, and keep residents relatively happy during their commutes to and from work and home. The success of these programs, along with interest from the Federal Highway Administration, is now pushing the paving industry to focus on pavement preservation for highvolume roadways. The National Center for Asphalt Technology (NCAT) at Auburn University is leading the way, implementing pavement preservation test plots on U.S. 280 in central Alabama. The highway is a major artery into the metro Birmingham area. (See sidebar “High-volume preservation method testing.”) NCAT directed placement of these plots last summer, collecting performance data such as roughness, rutting and cracking. In addition to collecting this data weekly, they are also studying more long-term performance metrics (such as field permeability) on a quarterly basis. The test is designed to be a “rational starting point,” in order to narrow down which pavement preservation techniques are the optimal combination of life-cycle costs and performance. The secondary goal is to use the data gathered to create guide specifications, and to recommend EquipmentWorld.com | February 2015 49

| continued

Photo: Richard Turner, Charleston Country Transportation Development

highway contractor

The microsurfacing pavement preservation technique uses a slurry composed of fine aggregate, cement, polymer-modified emulsion and water.

Photo: Richard Turner, Charleston Country Transportation Development

guidelines for pavement quality assurance testing and inspection. NCAT’s partner in road research, Minnesota Department of Transportation’s Minnesota Road Research Facility (MnROAD), is also testing some of the same pavement preservation treatments on high volume roadways in Minnesota’s cold-weather climate. “Our goal is to execute a single experiment with nationwide impact through the MnROAD partnership,” says Buzz Powell, NCAT assistant director and test track manager. “This involves experiment design, construction planning, installation, performance testing, dissemination of findings, and (most importantly) implementation. It would be ideal for guidelines/specifications to be universal; however, best practices could vary as a function of climate, materials, etc.”

Microsurfacing in process on a Charleston County road. 50 February 2015 | EquipmentWorld.com

Municipal experience The Charleston County (South Carolina) Transportation Development department has been a model example of a municipality continually improving and expanding a preservation program. In honor of those

| continued

Photo: Missouri Department of Transportation

highway contractor

achievements, For Pavement Preservation (FP2) awarded the agency its 2014 James B. Sorenson Award. FP2 lauded the agency for its work testing and implementing multiple preservation techniques, and for its communication efforts explaining the preservation work to the public. Though more than 80 percent of the county’s preservation work takes place on low-volume roadways, according to Richard Turner, project and preservation program manager, one method stands out for its effectiveness on high-volume roadways: microsurfacing. “We continue to run pilot projects trying different applications, and probably the most used is microsurfacing,” Turner says. “I’ve seen that successfully placed on high-volume roads here in Charleston, by us or by the South Carolina Department of Transportation (SCDOT), assuming it’s put on the right road at the right time. If you put a microsurfacing treatment down on a road that’s a little bit further into its life, the microsurfacing lifecyle won’t be as good as it would be if you applied the treatment earlier in its life.” This technique is fairly new in the market for high-volume roads in South Carolina, with SCDOT using 52 February 2015 | EquipmentWorld.com

the technique for the first time seven years ago (on U.S. 17 in Charleston County). Turner says his agency’s first use of the technique was in 2011. “We’re looking at a market that’s five to seven years old,” he says, adding that he hasn’t been able to work with contractors in South Carolina because there aren’t any doing the work. Instead, contractors from adjacent states are winning the contracts. “The two or three companies that are bidding on projects throughout South Carolina are able to have a nomad crew that comes and spends 30 to 60 days in each county, get the work done and report back. I don’t

Photo: Brian Deifenderfer, Virginia Center for Transportation Innovation & Research

Chip seal being applied to Missouri Route 136.

know if there’s anyone in the state ready to invest yet or not.” From Turner’s perspective, microsurfacing is a far better application for high-volume settings (compared to low-volume roads), a viewpoint that comes as a direct result of his agency’s communication efforts. It boils down to look and feel. “When it’s placed on roads that are higher volume, we’ve gotten no complaints,” he says. “When we’ve placed it on lower volume roads, that’s when we get the questions. It’s mostly because you have folks walking on these roads and they’re looking at every little detail of that road. They can tell that it’s not the same as a hot mix or dense graded asphalt. That’s when they notice it. When you’re driving down the road you can’t see it or feel it. You can’t tell that it’s any different.” Placing a microsurface treatment on high-volume roads changes the esthetics of the mat, Turner explains, with more traffic improving its appearance within the first month of use. “The effectiveness of it doesn’t change one way or another, but from a public perception standpoint, I think it looks better on a high volume road,” he adds. Public perception of microsurfacing has taken a hit from instances of

Cold in-place recycling on I-81 in Virginia using foamed asphalt as a stabilizer.

improper placement, and also from the application being used as more of a temporary bandage. “Those roads needed much more than a microsurfacing or some other preservation treatment,” Turner says. Turner’s point touches on a major concept of pavement preservation. A roadway in need of major work, or one that is failing, is not a good candidate for preservation work and requires more extensive rehabilitation. To paraphrase Marty Comer, the president of Comer Contracting in Connecticut, even in lieu of public opinion, preservation is a difficult concept for some municipalities to grasp. “It’s a real tough sell,” he says. “Pavement preservation is for ‘good’ pavement, and to get people to spend money on good pavement is sometimes a challenge. In dealing with municipalities, it’s a tough sell when they have bad roads that need work and then they try and spend money on preservation work. That’s what the whole industry has been

promoting for quite a number of years, but it’s still a tough sell.”

Contractor perspective As in South Carolina, microsurfacing has emerged as the high-volume preservation of choice in Connecticut. And just like its southern counterpart, Connecticut faces a shortage of contractors to perform the task. Even as a pavement preservation specialist, most of Comer’s work is chip seal. But, much of the preservation work in the state has been handled a different way. Connecticut has seen a strong run of resurfacing work over the past few years, with the state’s Department of Transportation recently reporting 2015 as the fourth straight year of increased two-lane road resurfacing. “There was a lot of bituminous concrete (asphalt) put down last year as far as historical amounts, and they plan to do a fair amount this year,” Comer says. “ConnDOT

has a tendency to call that pavement preservation, especially if it’s thin lift, because the paving industry has tried to make that the pavement preservation of choice.“ “The public will, to a certain extent, accept cape seal in this area with chip seal and microsurfacing over it,” he adds. “They still turn their nose up at it a little bit, but it’s perceived as more acceptable because it’s smoother. “ “The name of the game in any surfacing project is to avoid having loose stone. For instance, if you’re going to chip seal, it needs to be swept practically the same day. That’s where I think it’s going, at least where I’m working. The motoring public doesn’t accept chip seal well, but if you can make it smoother, if you can sweep it up real quick, then the pavement maintenance industry can have more success. You certainly have to be neat and produce a good looking product.”

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EquipmentWorld.com | February 2015 53

road science | by Tom Kuennen PART

WINNING the BONUS

MTVs: MASTERS OF 2

Image: Tom Kuennen

MATERIAL

North of Austin, on Highway 130, the Central Texas Tollway, bottom-dump trucks place two parallel windrows of hot mix asphalt, which are picked up by MTVs, remixed and placed in paver hoppers.

54 February 2016 | EquipmentWorld.com

This month, Equipment World continues its seven-part series on how to optimize pavement construction to win bonuses with a look at material transfer vehicles. Part I: Part 2: Part 3: Part 4: Part 5: Part 6: Part 7:

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

or smooth, long-lasting asphalt pavements, the experts agree: eliminate aggregate and thermal segregation in the mix, keep the paver moving, and isolate the paver from the haul truck. There’s one machine that does it all: the material transfer vehicle (MTV). While not specified for use in all states, MTVs are being used on asphalt paving projects throughout the country, even in states like California, which is evaluating their use, but doesn’t require them for most mixes. Material transfer vehicles were developed to eliminate contact between truck and paver, resulting in smoother mats. Every time a truck bumps a paver during a load, a discontinuity in the mat may form. Essentially, MTVs provide noncontact paving between truck and paver, along with surge capacity to allow the paving process to continue during truck exchanges. In doing so, a full-function MTV will independently store, remix and deliver mixes from haul truck to the paver. Some states don’t require MTVs on shorter-length jobs. For example, Connecticut requires an MTV only when placing an HMA surface course that is greater than 5,000 feet in length and 28 feet in width. When hauled from job to job, or used within a job with bridges, weight can pose a problem with large MTVs. Connecticut demands that a load factor rating analysis be obtained for all structures that the MTV may cross during paving. “The MTV must be a self-propelled vehicle specifically designed for the purpose of delivering the HMA mixture from the delivery truck to the paver,” the state says. Contractors must detail what make and model MTV will be used, the axle weights and spacing for each

piece of paving equipment, plus provide a drawing showing the axle spacing. They also must ensure that the MTV has the capability to remix the HMA mix. New-design, lighterweight MTVs may ward off these requirements.

Fighting mix segregation In addition to isolating the paver from haul truck, via their remixing capability, MTVs also fight both material and thermal segregation, leading to a more consistent mix when placed as pavement. Full-capability MTVs remix or agitate the mix as it is lifted, conveyed or stored in the mobile material transfer vehicle. The remixing can be active (using paddles within surge hoppers or ahead of conveyors) or passive, as the mix moves or is dropped within the MTV. This remixing provides a more even temperature within the mix – or reblending of aggregate – that leads to more durable pavements. Aggregate segregation can also develop at the plant, at the silos

What is mix segregation?

egregation in a mix is two-fold; it can be large stone separating from small stone [material segregation], or temperature variations within the truck body [thermal segregation]. On hauls, measurable discrepancies may occur between the temperature of the mix deep inside the truck body, compared to that around the edges of the body and on top of the mix. And when mix is dropped into the truck bed, or when mix is transported, movement during transport can cause larger aggregate particles to roll to the sides of the load and away from the finer particles.

with the way the trucks are loaded and in the paver. It’s recommended that the asphalt plant and drivers follow the three-drop system, that is, a drop in the front of the truck body, one in the rear and a final drop in the middle. Segregation also may occur when crews let the paver hopper run too low. According to the new National Cooperative Highway Research Program synthesis, NCHRP 477, Methods and Practices on Reduction and Elimination of Asphalt Mix Segregation, end-of-truck segregation is a type of material segregation that can result in coarse mat finishes. End-of-truck material segregation is also known as truck-to-truck and truckload-to-truckload segregation and can be reduced by fully raising the truck bed before opening the back gate, according to the report. “When the gate is finally opened, the mix is discharged from the truck bed in mass into the paver hopper. This process rapidly fills the paver hopper and prevents the coarser particles from collecting in the paver wings,” the report says. To fight mix segregation, New Jersey DOT requires the MTV to have a remixing system to continuously blend the HMA before placement. Remixing may occur within the MTV or in the paver hopper. The Garden State also demands the MTV be equipped with a highcapacity truck unloading system to receive mixtures; a storage system capable of holding at least 15 tons of HMA; and a discharge conveyor capable of slewing to either side to deliver HMA to the paving spreader while allowing the MTV to operate from an adjacent lane. A paver hopper insert with a minimum capacity of 14 tons in the hopper of conventional paving equipment is also required. EquipmentWorld.com | February 2016 55

road science | continued

Image: Tom Kuennen

On I-10 in central Oklahoma, a large Roadtec Shuttle Buggy feeds a Weiler hopper insert in a Cat paver placing Kraton highly modified polymer asphalt.

Windrow elevators A crude form of mix agitation or remixing is provided by the windrow elevator. Out west, given the long distances between jobsites and asphalt plants, hot mix asphalt typically is hauled in largecapacity bottom-dump trailers, which place the mix in a longitudinal windrow down the center of the lane to be paved. Via a paddle or slat conveyor, a windrow elevator in front of the paver then lifts the mix and places it in the feed hopper of a conveyor, which spews it into the paver receiving hopper. While aggregate segregation can be a problem on long windrows, with larger aggregate tumbling to the sides as the mix is dumped, the lifting and recombining of the hot mix asphalt in the receiving hopper of the paver fights segregation. 56 February 2016 | EquipmentWorld.com

However, a windrow elevator is not an MTV. The Federal Highway Administration specifically says so in its specification. Yet they still play a strong role in paving asphalt, especially out west.

Keep the paver moving In addition to fighting temperature and aggregate segregation, the storage capabilities of the MTV let it feed the paver during truck exchanges. Theoretically, the paver never stops, and that’s critical for super-smooth pavements. The MTV keeps the paver moving forward without the roughnessinducing jolt of truck against paver. This best-practice paving means saying goodbye to old-school wheel locks, which clamp the front of the paver to the rear wheels of the dump truck. The Asphalt Institute recommends

operating the paver speed and feed gates to keep the augers turning 85 percent of the time, keeping forward motion at least 75 percent of the time, and maintaining feed augers with proper head and uniform flow of material to the screed. Once the paver is in motion, it should stay in motion. Then, automatic screed and grade controls using averaging skis will attain exceptional smoothness in the final pavement, so long as compaction is executed correctly. “Continuous paving is a must for smooth pavements,” says Roadtec, an Astec Industries company, pioneer in MTVs in North America, and maker of the familiar Shuttle Buggy line of MTVs. “There will always be occasions where we must stop the paver due to material shortages caused by trucking delays, or operations

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road science | continued

that require hand work, or where we might be tying into existing pavements and/or intersections,” Roadtec says. “The number of stops – as well as the length of time we remain stopped – can affect potential roughness. Stops will never be completely eliminated, but they must be minimized.” Operators can make the mistake of slowing down dramatically to allow trucks to leave or discharge into the paver’s hopper, Roadtec says, adding that these severe speed changes can lead to smoothness problems. Use of an MTV, or focusing on constant speed paving, with rapid stops and starts, is a better approach, Roadtec says.

Defeating truck/paver contact Today’s free-floating screed is held to grade by five forces: the pull 58 February 2016 | EquipmentWorld.com

force (forward), the weight of the screed (downward), the material head (to rear), the reaction force of asphalt beneath the screed (upward) and frictional force against the mat (to rear). “When in balance, these forces hold the screed in equilibrium, and a constant mat depth is maintained,” says Laikram “Nars” Narsingh, manager, commercial support and development for Vögele in North America. “But whenever you break those forces in equilibrium, you will have a change in grade. To avoid breaking the forces, you have to avoid the truck bumping the paver, or the paver stopping to exchange trucks. The MTV was developed to receive the mix from the truck and deliver it to the paver.” Loading the paver by using a hopper insert while using an MTV

At the Circuit of the Americas Formula 1 track south of Austin, a single MTV feeds three pavers in echelon, eliminating cold longitudinal joint between three mats, and permitting a super-smooth pavement for the world-class racing course.

is the best solution to keep the paver moving while isolating it from the trucks. “As the paver approaches the MTV, it is refilled before the MTV moves forward to receive the next truck discharge,” said the late J. Don Brock, then chairman of Astec Industries, in one of his essential guides to HMA production and paving, Hot Mix Asphalt Trucking. “An insert can be installed in the paver, allowing storage of 15 to 20 tons of mix in the paver and providing a

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road science | continued

Image: Tom Kuennen

On Ohio’s I-71, the operator’s platform of a Vögele MT-3000-2i MTV offers panoramic view of jobsite and MTV receiving hopper.

In 2015, Shelly & Sands earned an award-winning smoothness bonus on reconstruction of I-71 in central Ohio via use of a new Vögele MTV.

60 February 2016 | EquipmentWorld.com

combined paver and MTV storage capacity of 45 to 50 tons. With storage capacity, the paver can operate continuously.” Then – when an MTV is used – trucks can be stopped 100 to 200 feet ahead of the paver and dump safely without moving. The truck can discharge at a location where there is no danger of the truck bed hitting power lines, tree limbs or other obstacles.

Attaining smooth pavements The Roadtec SB-2500e Shuttle Buggy MTV helped achieve a high degree of paving smoothness (required by Federal Aviation Administration specs) during a recent paving project at the Meeker, Colorado, airport in the Rocky Mountains. The SB-2500e maintained hot mix asphalt at the

appropriate temperature and mix, then delivered it to the paver at consistent levels. The MTV and the asphalt paver worked in conjunction with three PZL-1A lasers provided by United Companies (the company responsible for the project) to pave a 100-by6,500-foot runway at the airport. A pair of Shuttle Buggies also helped two Super 2100-2 Vögele pavers attain astonishingly smooth placements of HMA on segments of Highway 130 for the Central Texas Regional Mobility Authority south of Austin. The road received national attention when a top speed limit of 85 mph was permitted on those southern sections, so extraordinarily smooth pavements were a must. The two pavers placed a 2-inch wearing course. Bottom-dump trucks placed two parallel windrows of hot mix asphalt, which were then picked up by two MTVs, which fed the two pavers operating side-by-side. Pavers were used in echelon to get a hot joint between the two lanes, as specified by the owner. The contractor placed a 40-foot-wide pavement, with a 22-foot pull outside and an 18-foot pull on the inside, including a 6-foot inside shoulder and 10-foot outside shoulder. Specs required an IRI of 60 or below, but the ride was well below that threshold, with readings in the 20s and 30s. Smoothness was being augmented by the Vögele Niveltronic grade and slope control system using 50-foot skis. Two skis were used on the 18-foot paver, and one on the 22-foot paver.

Shelly & Sands, Zanesville, Ohio, used its new Vögele MT 3000-2i MTV to completely reconstruct more than nine miles of I-71 between Mansfield and Columbus in the central part of the state. The Ohio DOT took the opportunity of widening I-71 from two lanes to three to completely

rebuild the highway from the base up. This project represents the last stage of “three-laning” the busy interstate from Columbus to Cleveland, and the segment between Columbus and Cincinnati is also being widened to three lanes. The MT 3000-2i fed an innovative insert mounted in the hopper

Winning the bonus in Ohio In Summer 2015, the new MT 3000-2i material transfer vehicle from Vögele was helping an Ohio contractor attain the kind of ride numbers it needed to win the maximum smoothness bonus for an interstate highway reconstruction. EquipmentWorld.com | February 2016 61 Untitled-5 1

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road science | continued of a Vision 5200-2 paver with VF 600 screed, both from Vögele. “The MT 3000-2i was used only on the surface course,” said Shelly & Sands’ quality control manager Ed Morrison. “For paving at night, state spec requires an MTV for any work over a continuous mile, but we used one whether paving day or night. We do it to fight segregation, and it helps us get density and smoother pavement.” That’s important, as this project carries a $500,000 bonus if all IRI specifications are met. “This MTV helped us get there,” Morrison said. “The main advantages are No. 1, smoothness, and No. 2, density. Regarding smoothness, we have better truck exchanges because the MTV acts as a buffer. And we keep a consistent head of material in the paver hopper. Consistency is the big thing for smoothness; it takes error out of the equation. And the reduction in segregation helps us maintain density.”

MTVs are for rural roads, too; a large Roadtec SB 2500D Shuttle Buggy feeds a Roadtec paver placing warm mix asphalt containing recycled asphalt shingles.

EquipmentWorld.com | February 2016 63 BaileyBridge_BR0513_PG14.indd 1

4/23/13 9:32 AM

CONGRATULATIONS

to the 2015 Contractor of the Year winner and finalists IN

Lawrence Merle

Andrew Allen

Jason Ciavarro

Sean McDowell McDowell Construction Corporation Menomonee Falls, Wisconsin

Supreme Metro Corp South Plainfield, New Jersey

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

Joseph Delgado

Andrew Brown

Dan Corrigan

Bradley Grubaugh

TCW Construction Lincoln, Nebraska

Andrew Brown General Engineering, Inc. Paso Robles, California

C-3 Environmental Specialties Schertz, Texas

Bradley Excavating, Inc. Colorado Springs, Colorado

Genesee Construction Service Dansville, New York

David Spurr

Allen & Tyson Feller

Spurr Company Paso Robles, California

Feller Enterprises St. George, Utah

Timothy Humerick Humerick Environmental Construction Service College Grove, Tennessee

Sponsored by:

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

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

Andrew Brown

Paso Robles, California

Andrew Brown General Engineering Year started: 2002 Number of employees: 14 Annual revenue: $3 to $5 million Markets served: Earthwork, paving, underground

Quality work and loyal clients helped this contractor grow one backhoe into 30-plus pieces of equipment in just 13 years.

ndy Brown didn’t grow up in construction. His parents and grandparents were successful in the restaurant business. But, what he learned from them -- about hard work and keeping a close eye on the books,-- has served him well. After high school in Atascadero, California, Brown apprenticed with the Operating Engineers Local 12 and worked for Granite Construction until he earned his journeyman’s certificate. Even though he was making good money as a union operator, Brown aspired to someday start his own business. It was something he knew he wanted to do, even as a kid. In his mid-20s, Brown passed all the tests and applied for a contractor’s license, but, California being California, the state waited a year before deciding to give him one. “They said I didn’t have enough experience,” he relates, which proved not to be the case. After finally earning his license, he bought a used backhoe from the foreman he was working for at the time. In his words, “It was all

downhill from there. I turned that one backhoe into 30plus pieces of equipment in 13 years.” Brown began by digging a lot of swimming pools and teaming up with a buddy to do residential utility hookups. “I can remember running that backhoe for $50 an hour and thinking I was in tall cotton,” he says. In nearby Santa Maria, he won a bid to install utilities and finish grading for a 400 home development. It was here that he learned of the bare-knuckled world of working for big developers; always angling to shave costs and bring in prices lower than the bid. “They know how to work you for something less, and it got to the point where every two years they’d have a regime change with their contractors. You were always battling them over this or that,” he says. But the rough and tumble business climate in California real estate development didn’t discourage Brown. “When somebody says, ‘You’re never going to pull that off,’ and puts me in a corner, that motivates me. I work way better under pressure,” he says. EquipmentWorld.com | February 2016 65

contractor of the year | continued Brown acknowledges the cost of new emissions regulations, but says, “we should have done this 25 years ago.”

He inherited some of that attitude from his father, who Brown says helped him develop the fortitude and mental habits to make good business decisions. When Andy was just 20, his dad ripped into him for missing an insurance payment on his truck. “He said ‘I never want to see this again. If there is anything the Browns do, it’s pay their bills. You don’t want to be the guy who doesn’t pay his bills and lose everybody’s respect.’” And when he had to ask his dad for a loan for repairs (after blowing out the rear end on said truck): “It was one of the lowest parts of my early adult life,” says Brown.

Finding the right clients Despite the hardball tactics of some developers, Brown soldiered on, and his reputation for quality work brought in better jobs. He found favor with some custom homebuilders, who were putting up $2 and $3 million homes, and eventually branched out into doing work for the burgeoning vineyard business in Central California’s wine industry. “The vineyard work is what we truly love,” says Brown. “A lot of it is design-build, and the vineyards helped carry us through the recession.” The technical tolerances in vineyards are not as challenging as those in civil work. It’s mostly basic earthmoving, cutting terraces, building water storage ponds and installing 66 February 2016 | EquipmentWorld.com

irrigation systems. But, the clients are typically multi-millionaire businessmen and women -- who expect every detail to be perfect. “That’s what I enjoy most about it,” Brown says. “Our company is very particular,” says client Kevin Wilkinson. “We deal with high-end properties, and everything has to be clean and precise. Andy’s equipment was always pristine. His employees can handle themselves equally well in the field, or in a meeting in a conference room. Andy and I are business owners with the same attitude, which is to over deliver every time. That’s what got me going with Andy; his willingness to go the extra mile.” Aesthetics is one of those attributes that doesn’t show up in a bid or scope of work for earthmoving projects, but it is critical to vineyard owners. “A lot of people are bound by the bid, but if Andy sees something he can do to make something look better, he’ll take it on himself with our permission,” says Wilkinson. “Nobody does it better.” The desire for perfection in the

“

Andy and I are business owners with the same attitude; which is to over deliver every time.

”

details also applies to the business processes of contractors who work for vineyard owners. Here again, the company does not disappoint. “From day one, Mr. Brown and his team worked closely with us on providing detailed project timelines and budgets, and continually kept us informed if plans needed to change,” says Paul Kaselionis, vineyard and grower relations manager for Justin Vineyards and Winery. “No project is too big or too small. His team is professional, timely, and incredibly savvy,” he says. On the opposite end of the technical spectrum, Brown’s expertise in marine and offshore work (putting in caissons, drilling, and excavating from a barge) has also set his company apart. “He’s first class,” says Paul Gillen, president of Associated Pacific Constructors. “We use him whenever we have near-shore or on-shore earthmoving to be done. He has good crews. They are very involved with the site. The operators know what they’re doing, and there are no apprentices on the machines. The equipment is always well maintained, and he’s very good about environmental best practices and safety.”

Equipment philosophy When it comes to the yellow iron, Brown admits, “I’m in love with the tractors. All our stuff is cherry. We take good care of it. We take pride in our fleet.” That includes his trucks, which are all painted fire engine red. While many contractors grumble about the cost and complexity of the Tier 4 Final engines in new equipment, Brown takes a more balanced approach. “It’s a double edged sword,” he admits. “But, we need to clean up our air…bottom line. We should have done it 25 years ago, but the technology wasn’t there. For us, having new equipment will be a good thing, because now we’re all compliant.” Brown says that one benefit of the cost increases of new regulations will be to push some of

The fire-engine red paint scheme on all of Brown’s trucks makes a bold statement wherever they go.

the cheap, old school contractors into retirement. “Some of my competitors run equipment older than I am, and although their maintenance costs are high, it is difficult to bid competitively against someone who doesn’t charge his equipment to the job or thinks it has no cost.” Andrew Brown General Engineering (ABI) has also found value in setting up a GPS system for its dozers. “Housing tracts are perfect for GPS,” Brown says. “We get one survey done, to make sure the model is exact, but then you never have to go back and you don’t have to work around the stakes. You still need a grade checker, but your error factor comes down to almost nothing. On a big job, you’ll gain $40,000 in increased production. Looking back, I think it was the best thing we ever did; to forge in on the constantly changing technical world. If you want to stay on top, you have to keep pushing technology.”

Safety first In 13 years of operation, his company has never had an accident

claim; not even an auto accident. “That’s one thing we push pretty heavy around here,” Brown says. Above and beyond the routine tailgate talks, a big part of Brown’s safety program is ensuring that new guys in the field are paired up with more experienced hands. The veterans make certain that the new hires know their limitations and how the jobsite works. Another reason Brown maintains a good safety record, is the quality of his workforce. “We don’t have $10 an hour guys working for us,” he says. “If you have guys who are worth good money, those are going to be turned on guys. They’re going to know when something’s unsafe.”

Improving the process Brown says his biggest challenge today is staying out of the field and letting his supervisor, Jason Montgomery, run the operations while he focuses on sales and the big picture. “I’ve gotten somewhat better at just turning Jason loose to handle it,” says Brown.

“If anything, that’s the only way you’re going to grow,” says Brown. “The key is to surround yourself with good people. And besides, you know how bosses are. They come out to the field for two hours, screw everything up, and leave.” A long-time friend, Jason joined the company as part of a regime change. Brown says he had a good crew prior, but that some people can change and some can’t, and that he needed to change to grow his business. A lot of those changes involved getting away from what Brown calls “the cowboy ways,” and instituting more rigorous analytics and process improvements. “We went from asking ‘what’s going on’ at the end of the day, to having to look ahead,” Brown says. And that required much more detailed daily reports, including analysis of fuel burn, equipment utilization reports, and labor analysis. “It’s hard to do, but if we’re not making any money, then nobody’s going to do good. If we are making money, then everybody will do good,” he says. EquipmentWorld.com | February 2016 67

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

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

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

Visit equipmentworld.com/safetywatch

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

Cold weather calamity

The accident: On a cold January night in Michigan, the operator of a skid steer was getting ready to plow snow after a recent storm, when he noticed the foot controls weren’t operating properly. In the days prior, snow and ice had gradually accumulated in the foot space of the skid steer and had begun to interfere with the operation of the foot pedals. With the boom arms raised, the operator stood on the ground and began clearing the snow and ice around the foot pedals by hand. While doing so, he evidently engaged the toe of the left foot pedal, which lowered the boom arms. Accident investigators found the deceased man pinned between the hydraulic tilt cylinder and the skid steer frame. The engine was not running, but the seat bar was in the down position, which unlocks the controls. The skid steer was 10 years old, but had very few hours on it. Investigators found that the seat bar was functional, but that the loader did not have a lift arm support available to the operator. The deceased had some familiarity with the machine, and had cleared snow for the property owner before. Since there were no witnesses to the accident, investigators came up with three likely scenarios: 1. The operator exited the cab with the bucket up and the engine off, but lowered the seat bar after exiting. With the seat bar in the down position, the pedal interlocks were not engaged. While cleaning, he exerted enough force

Illustration by Don Lomax

An attempt to clear ice from foot controls leads to death of operator

to activate the left pedal and lower the bucket. 2. The operator exited the cab with the bucket raised. But, because of the snow and ice accumulation around the foot pedals, the raised seat bar did not lock the foot pedals in neutral. The operator may have lowered the seat bar in a last-gasp attempt to restart the machine and raise the lift arms. 3. The operator started clearing the ice while standing on ground with the engine off and the bucket on the ground. But, because access was difficult, he reentered the skid steer, started it, and raised the bucket. Then, he turned the machine off, exited, and resumed cleaning when he accidently engaged the left foot pedal.

How to prevent accidents like this: • Employees should be aware that snow and ice can cause a variety of frustrating problems with

•

machinery and controls. During the winter, keep all moving parts and controls clean and icefree. Be patient, and don’t force the equipment to do something it shouldn’t. Remember: Fix it. Don’t force it. Operators, mechanics and field personnel should be reminded that prolonged exposure to cold temperatures can cause confusion and disorientation. Avoid working solo or taking unnecessary risks in these conditions. All service and maintenance work should be performed with the lift arms down and the bucket flat on the ground. A lift arm support should always be available to operators and mechanics. Train your employees on proper lift arm support use. Always ensure that the seat bar is in the raised position and that the lockouts are fully functional before exiting the cab.

CDC Investigation #01MI001. For more information and cold weather tips go to: http://cdc.gov/niosh/face/stateface/mi/01mi001.html/

Date of safety talk: Attending:

Leader:

_____________________ EquipmentWorld.com | February 2016 69

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

Calamidad clima frio

El accidente: En una fría noche de enero en Michigan, el operador de un minicargador estaba alistándose para despejar la nieve de una reciente tormenta de nieve, cuando notó que los controles de pedal no estaban operando apropiadamente. En los últimos días, la nieve y el hielo se habían acumulado en el piso del minicargador e interferían el paso de los pedales. Con los brazos extensores en alto, el operador se puso de pie sobre el terreno y empezó a limpiar con la mano la nieve y el hielo que estaban en torno a los pedales. Mientras despejaba la nieve evidentemente presionó el pedal izquierdo, lo cual hizo descender el brazo. Los investigadores del accidente hallaron al difunto aplastado entre el cilindro hidráulico de elevación y el chasis del minicargador. La máquina no estaba encendida, pero la barra del asiento estaba en la posición baja, lo cual libera el uso de los controles. El minicargador tenía 10 años pero muy pocas horas de uso. Los investigadores hallaron que la barra del asiento funcionaba, pero que el cargador no tenía un soporte para el brazo de elevación a disposición del operador. El fallecido tenía cierta familiaridad con la máquina y había despejado nieve para el propietario anteriormente. Ya no que hay testigos del accidente, los investigadores arribaron a tres posibles escenarios: 1. El operador abandonó la cabina con la cubeta levantada y el motor apagado, pero bajó la barra del asiento después de salir. Con la barra en posición baja, las trabas de los pedales no funcionaban y los pedales estaban operativos. Durante la limpieza ejerció suficiente fuerza como para activar el pedal izquierdo y bajar la cubeta. 2. El operador abandonó la cabina con la cubeta levantada. Pero debido a la acumulación de nieve y hielo en torno a los pedales, la barra elevada del asiento no trabó los pedales en neutral. El operador puede haber bajado la barra del asiento en un último intento por arrancar la máquina y elevar los brazos. 3. El operador empezó con su limpieza estando de pie en el terreno con el motor apagado y la cubeta

Illustration by Don Lomax

Un intento por limpiar los contornos de los pedales conduce a muerte de trabajador

en el suelo, pero debido a que el acceso era difícil, reingresó al minicargador, lo arrancó y elevó la cubeta. Luego apagó el motor, volvió a salir y continuó con su limpieza cuando accidentalmente activó el pedal izquierdo.

Cómo prevenir accidentes como éste: • Los empleados deberían estar conscientes de que la nieve y el hielo pueden causar una variedad de problemas frustrantes con la maquinaria y los controles. En invierno mantenga todas las partes movibles y los controles limpios y libres de hielo. Sea paciente y no le pida a la maquinaria que haga algo que no debería. Arréglela, no la fuerce. • También debería recordárseles a los operadores, mecánicos y personal de campo, que una exposición prolongada a temperaturas frías puede hacer que se sientan confusos y desorientados. Evite trabajar a solas o tomar riesgos en esas condiciones. • Todo trabajo de servicio y mantenimiento debería ser realizado con los brazos elevadores abajo y con la cubeta plantada sobre el suelo. • Un soporte del brazo de elevación debería estar siempre a disposición de operadores y mecánicos. Capacite a su gente en su uso apropiado. • Asegúrese siempre de que la barra del asiento está en la posición elevada y que las trabas funcionan antes de abandonar la cabina.

Investigación de la CDC #01MI001. Para más información y consejos para el trabajo en climas fríos visite: http://cdc.gov/niosh/face/stateface/mi/01mi001.html/

Fecha de la charla de seguridad: Asistentes: 70 February 2016 | EquipmentWorld.com

Líder:

pro pickup | by Tom Quimby

REVIEW:

THE 2016 NISSAN TITAN XD WILL BE A 5/8-TON

BEAST

uring a recent presentation of the Nissan 2016 Titan XD, an engineer revealed a chart that was telling: truck sales for the automaker are low – very low compared to industry stalwarts like Chevy, Ford and Ram. In fact, Nissan was at the bottom of the list, below Toyota.

To get a bigger piece of the market, Nissan developed a competitive truck – so competitive, that with a beefy Cummins diesel engine, larger frame, increased cooling capacity, more than 2,000 pounds of payload capacity and more than 12,000 pounds towing, it’s really gone beyond a 1/2-ton truck...and become a 5/8-ton beast.

First impression Beyond heated and cooled leather seats, Rockford Fosgate audio, 120volt power, a lift assist tail gate and a jackpot of cup holders, the most impressive part of Nissan’s flagship truck is its engine. For the first time, Nissan paired up with highly respected diesel engine builder Cummins—and both companies delivered big time. EquipmentWorld.com | February 2016 71

pro pickup | continued Clearly, the heart of this niche truck is the 5.0-liter, turbocharged, 310-horsepower diesel that, while quiet, is big on performance. When paired up with an Aisin 6-speed transmission, it delivers an impressive 555 foot pounds of torque, which is roughly 180 foot pounds more than a typical 1/2-ton truck. It’s hard to forget a number like that, especially when you’re towing a 9,000-pound trailer up a 6 percent grade, which was one of several challenges editors put the truck through during a recent two-day test drive. As its name suggests, Titan XD was designed after muscle mythology. The grille of the truck is bold, chiseled, and hints at an armor-wearing gladiator prepped for battle. The prominent lines of the truck’s body compliment this warrior theme. The truck’s bed features a sprayed-in bed liner that comes standard. To improve towing performance, and add greater stability to reduces swaying, a quick-fit gooseneck ball can be inserted in the truck bed right above the rear axle. Nissan incorporated a nice touch by equipping the gate with an anti-slam mechanism that prevents the gate from dropping down suddenly. The gate also lifts easily back up into place using the lift assist system. This comes in handy when you’ve only got one hand to spare. The truck’s bed has a clever LED lighting system that will illuminate the entire bed when the sun starts setting. Nissan also opted to keep the convenient 120-volt receptacle in their latest bed.

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Optional tool boxes fit conveniently on either side of the bed. Each one comes with a drain plug, just in case they need to be used as ice chests. Nissan’s patented Utili-Track comes standard. These twin rails offer a clever way to quickly secure cargo, including interlocking twist-down clamps that quickly secure cargo anywhere in the 6.5-foot-long bed. Inside the crew cab, the large center console is versatile and easily accommodates another cup holder. By doing away with the dash-mounted shift knob, and opting for a column shifter instead, Nissan was able to include a larger center console. Lifting up the back seat reveals a fold-out platform that extends forward over the transmission hump on the floor and provides a large, flat surface for more cargo. The platform even has several holes for attaching cargo cords.

The cab interior features a large center console and column shifter.

Tow ‘n go With the key fob nearby, all it took was one touch of the ignition button and the truck fired right up. No waiting. Under the engine’s quiet, steady purr, it was easy to talk with others in the cab. Hydraulic dampeners, an innovate engine design, and plenty of insulation bring a nice hush to this impressive power-plant. In fact, Nissan said that at one point, the engine had become a little too quiet. “We dampened it out to the point that you almost couldn’t hear it and then people were like, ‘Well, we still want to hear

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pro pickup | continued

the diesel. We bought the diesel. We want to hear it,” explained Rich Miller, Nissan’s director of product planning. “So, we added some noise back. But, we’re still one of the quietest in the segment by far.” During the test drive, the towing challenge came as a surprise. While going up a 6 percent grade, the truck was able to easily hold its 60-mph run while hauling a 9,000-pound, double-axle utility trailer on the rear hitch. (The truck’s Aisin transmission is the same transmission used in the 74 February 2015 | EquipmentWorld.com

Ram 3500, which is rated to tow 30,000 pounds.) The downhill run was even better. With tow mode engaged, the truck’s engine brake kicked in, and, with my foot off the gas, easily held the truck at 60 mph while traveling down the steep grade. Nissan also demonstrated its trailer light check feature. Instead of having to call on someone else to tap the brakes and turn on the blinkers, Titan XD’s remote allows for a quick test through the remote. Nice...

The heart of Titan XD is its impressive and proven Cummins 5.0 L turbo diesel engine. Though not providing a specific date, Nissan reported that the Titan XD will go on sale later this year and will initially be offered in a crew cab configuration only. Prices vary depending on the model. Estimated pricing for the XD S Crew Cab 4×2 is $40,0000; the XD Crew Cab PRO-4X, $50,000; and the XD Platinum Reserve Crew Cab 4×4, $60,000. Fuel mileage information has not yet been released.

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EquipmentWorld.com • February 2016 Untitled-25 1

1/20/16 1:09 PM

final word | by Tom Jackson TJackson@randallreilly.com

Tough but fair

How the military does leadership, Part 2 (second in a series)

n basic training, the newbies get hollered at a good deal. The volume and intensity taper off once the instructors feel they have your attention. But the gruff language never completely stops, even as you move on to advanced training and your first assignments. There’s an important reason the military does not shower you with empty praise. Kids beyond a certain age know when praise is fake, and the military understands how counterproductive it can be. Fake praise can: • Demoralize those who see through it. • Anger those who are praiseworthy, but ignored. • Erode team unity and cohesion. • Set up underqualified people for disappointing failures. But, life in the military is not just one long ass-chewing either. Eventually, the instructors start building people up, instead of tearing them down. There is encouragement to achieve; to work together as a team and help each other graduate basic. After basic and advanced training, the NCOs and officers continue to encourage you to reach higher. In the Army, the Rangers solicit volunteers for the Special Forces. You’ll be encouraged to go for your Expert Infantry Badge, or try some of the more rigorous schools, like jump school or Air Assault training. If you’ve got some college under your belt, you may be encouraged to try for Officer Candidate School or Warrant Officer school. The encouragement to achieve

78 February 2016 | EquipmentWorld.com

and excel never ends. The military’s formula is designed to take ordinary people and get them to achieve extraordinary results, which was Dwight Eisenhower’s definition of leadership. And, as in the military, most construction recruits are ordinary kids. Some are self-starters, but many are not. Maybe their family didn’t have the money for college, or maybe they never had much of a family or lacked positive adult examples to follow. But, the fact that they showed up, whether it’s in the recruiter’s office or your office, means there is still a spark there; a desire to achieve. What are you doing to fan that spark into a flame? You don’t have to act like a drill sergeant to motivate young people, but you do need to be ruthlessly clear about your standards; to hold everybody accountable and to be honest, encouraging and fair. And most importantly, you have to show them the path to achievement. Scott Kelley, our Contractor of the Year in 2013, came up with a motto for his company: “Journey to Elite,” which fulfills that requirement perfectly. Despite the ass-chewings, the 16-hour days, the endless rounds of pushups and the mindbending perfection demanded by the drill instructors, the dropout rate in basic training is less than 15 percent for all branches of the service. It will surprise you how well young people respond to tough but fair, if for no other reason than that they so rarely experience real standards, real challenges and real praise.

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