Ew0315combined by Tony Brock

equipmentworld.com | March 2015

速

TECHNOLOGY BRINGS HUGE GAINS IN WHEEL LOADER FUEL EFFICIENCY

P. 24

P. 71 P. 58 P. 43

TEST DRIVE: RAM 1500 ECO-DIESEL REFINEMENTS IN ASPHALT PAVING PREVENTING FIRES IN HEAVY EQUIPMENT

Competitive financing available through Daimler Truck Financial. For the Freightliner Trucks dealer nearest you, call 1-800-FTL-HELP. FTL /MC-A-1368. Specifications are subject to change without notice. Copyright ÂŠ 2014 Daimler Trucks North America LLC. All rights reserved. Freightliner Trucks is a division of Daimler Trucks North America LLC, a Daimler company.

HELPING TEX-MIX KEEP THEIR PAYLOAD MOVING WHILE LOWERING THEIR REAL COST OF OWNERSHIP. Tex-Mix is only as profitable as their trucks are reliable. That’s why they choose Freightliner. We design trucks for easy upfit, productivity and low maintenance. Backed by a support team that’s there when you need us. And because Tex-Mix trucks are equipped with the powerful Detroit DD13 ® engine and Detroit Virtual Technician onboard diagnostic system, it’s not only a tough truck, but also a smart one. Built to increase profitability and lower their Real Cost of Ownership. We’re proud to say that’s why Freightliner has become the industry leader in work trucks. TM

To learn more about how Freightliner Trucks are working hard for Tex-Mix, visit FreightlinerTrucks.com/Tex-Mix.

NEW. LOADED. COMPACT.

WATCH IT AT WORK

The new F SERIES compact wheel loaders. Tool-free attachment hookups. Stronger hydraulic flow. Auto-Ride Control.™ Push-button creep speed. And a maintenance-free Tier 4 Final solution. The list goes on at CaseCE.com/FseriesCWL

21F

121F

221F

321F

CaseCE.com ©2015 CNH Industrial America LLC. All rights reserved. CASE is a trademark registered in the United States and many other countries, owned by or licensed to CNH Industrial N.V., its subsidiaries or afﬁliates.

Cover Story

Vol. 27 Number 3 |

table of contents | March 2015

MACHINE MATTERS:

WHEEL LOADERS ARE PACKED WITH FEATURES TO SATISFY CUSTOMER NEEDS AND TIER 4 FINAL REQUIREMENTS

24 Equipment

WOC Review

Products launched at World of Concrete 2015 include Case’s line of Tier 4 Final skid steers and compact track loaders and Cat’s one-step-at-a-time approach to GPS on its small K2 dozers.

Technology

Hydraulics and advanced software programming give the Cat 938K fingertip finesse.

EquipmentWorld.com | March 2015 5

table of contents | continued

Features 35 Fleet Profile The financed equipment buying habits of roadbuilding contractors

43 Maintenance

Technicians are your first line of defense when it comes to preventing heavy equipment fires

equipmentworld.com facebook.com/EquipmentWorld twitter.com/Equipment_World Editorial Director: Marcia Gruver Doyle Executive Editor: Tom Jackson Managing Editor: Amy Materson Senior Editor: Chris Hill Online Managing Editor: Wayne Grayson Executive Trucks Editor: Jack Roberts Spec Guide Editor: Richard Ries Editorial Intern: Brittany Johnson editorial@equipmentworld.com Art Director: Tony Brock Advertising Production Manager: Linda Hapner production@equipmentworld.com VP of Sales, Construction Media: Joe Donald sales@randallreillyconstruction.com

49 Road Science

6x6x6 = success for concrete roadways

Contractor 58 Highway Refined technologies are helping keep asphalt pavements in the headlights

Departments 9 On Record 3 ways to keep up 13 Reporter Wacker Neuson, Liebherr receive Intermat/Innovation awards 55 Safety Watch Not knowing a lift’s capacity can get you into trouble 63 Contractor of the Year finalist

Don Facciobene, Don Facciobene Incorporated, Palm Bay, Florida

3200 Rice Mine Rd NE Tuscaloosa, AL 35406 800-633-5953 randallreilly.com Chairman/CEO: Mike Reilly President: Brent Reilly Chief Process Officer: Shane Elmore Chief Administration Officer: David Wright Senior Vice President, Sales: Scott Miller Senior Vice President, Editorial and Research: Linda Longton Vice President of Events: Stacy McCants Vice President, Audience Development: Prescott Shibles Vice President, Digital Services: Nick Reid Vice President, Marketing: Julie Arsenault For change of address and other subscription inquiries, please contact: equipmentworld@halldata.com Editorial Awards: 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

71 Pro Pickup

Take a ride in 2015 Ram 1500 Regular Cab EcoDiesel fleet truck

78 Final Word Kirk Landers: Dancing with the pols 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.

March 2015 | EquipmentWorld.com

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

TRAIL

KING’S

HDG

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

SEE THE HDG AND MORE FIRST-HAND AT THE

MID-AMERICA TRUCKING SHOW! Visit us at booth #34105 MARCH 26 – 28 Kentucky Exposition Center

Have a heavy haul? Contact your nearest TRAIL KING dealer or call 800.843.3324 to learn more.

GOT A BEAST OF A JOB?

RIDE COMFORTABLY INTO BATTLE … AND OUT OF IT. Comfortably conquer a monster job in harsh conditions. Roller Suspension™ is the first – and toughest – all-steel suspension for compact track loaders.

SEE HOW ROLLER SUSPENSION STANDS UP TO VICIOUS JOBS

Scan the code or visit Bobcat.com/Beast1

1.877.745.7813

on record | by Marcia Gruver Doyle

MGruver@randallreilly.com

Three ways to keep up

ay back in oh, 2011, the main focus of Equipment World was giving you a monthly roundup of industry trends, news, equipment insights and maintenance tips. All of that is still true, but change “monthly” to “daily” and add a hefty dose of breaking news, videos and photo galleries and you have a clearer picture of what we now offer. While this information can keep you well informed, we know you don’t have the time to constantly monitor what’s on our website. Which is why I highly recommend that you subscribe (free!) to our three newsletters, which give you a quick scan of what’s new: Equipment World Daily: All of the World of Concrete intros you see in this issue first appeared on our website and in this newsletter. Which means as a subscriber you get this information at least four weeks earlier than you’ll see it here. It’s also more detailed information, since our website doesn’t have the same space restrictions as print. Another big subscriber benefit: we give away stuff, such as the Cat B15 rugged smartphone offered this past fall and the 16 construction models we shipped last summer as part of our Model Mania special report. Newsletter subscribers find out about these contests early on. (A tip: we’re not done with the giveaways.) Equipment World’s Better Roads Daily: As the highway funding debate picks up once again, it’s hard to keep track of all the proposals and counterproposals on the federal level, not to mention the state level. This daily newsletter is dedicated to all things road-

building: not only what’s going on with the highway funding front, but the new equipment and tools those in this market should know about. Much of the information in this newsletter is being produced by our new senior editor, Chris Hill, who has taken on roadbuilding as his primary beat. Chris may be new to roadbuilding, but not to what constitutes news; you’ll enjoy his straightforward, informative style. Equipment World Tech Newsletter: Tom Jackson, our executive editor, and Wayne Grayson, our online editor, have made this monthly newsletter a must read. Starting with Wayne’s special report on drones in construction (which we summarized in our October cover story), since September this newsletter has focused on ground breaking tech news, such as Komatsu’s intelligent excavator and how Caterpillar’s E2 Series excavators overcame emissions challenges. In February, Wayne detailed the Busybusy app, created by a contractor for contractors as a way to automate construction labor cost management. We break a new tech story here each month, making sure the futuristic is balanced by the practical. Each newsletter details the breadth of what we report on every week; when you subscribe, you’ll start to realize it’s much, much more than you see in the magazine you’re now holding.

Note: To sign up for any or all of these free newsletters, simply go to www.equipmentworld.com/subscriptions. Enter your name and email and you’re on your way.

EquipmentWorld.com | March 2015 9

INTRODUCING THE NEW FORD TRANSIT

THE MOST VEHICLE CONFIGURATIONS IIN N IITS T S CLASS. C L A S S*.

OPEN FOR 6'5" TALL BUSINESS OVER

A WIDE VARIETY

With an available cargo ceiling taller than some basketball players, the Transit van has loads of room for boxes, tools 6'5" and you. That comes in handy if you want a mobile workshop that lets you stand up straight. And the advantages just keep piling up.

OF DIMENSIONS The Transit van and wagon are available in 2 different wheelbases, 3 different lengths and 3 different heights. That makes it easy to choose one that will fit you and your business exactly. And if that’s not enough, it’s also available as a chassis cab and cutaway.

THE NEW

2015 TRANSIT •

The Transit van is available with the best-in-class maximum rear cargo door opening height. The doors open a full 237° and the floor is as low as 28 inches.** It’s all about making loading and unloading easier. No matter what your business is.

THE NUMBERS DON’T LIE

•

* sed *B *Ba s on bodyy typ y e, e bod bodyy length, l , an and whee e lba lb se s and roof hei eiight ht. Clas asss is Full ull-Si -Size ze Van Vans. s. **W When h pr p ope o rly eq equip uipped p . ped † Claass is Fulll-S -Size -S ize ze Vaans, wh when en proope perly per lyy equ eq ipp ip ed. Ex Excluudes di d eseel comp comp ompeti etitititiv tivee mode tiv dels. ls. s s.

The 2015 Transit can offer a best-in-class gas-powered maximum CARGO CAPACITY OF 487.3 CUBIC FEET.†

RIDEABILITY WITH VERSATILITY

Together the Vögele Vision 5200-2i paired with a Vögele screed deliver precise results in all applications. Rideability: efficient material handling and superior controllability with precise straight-line tracking and smooth, accurate turns. Versatility: pick the screed to match the application – all mounted on one tractor! • Front mounted extension screed: multi-variable width paving and mainline paving applications • Rear mounted extension screed: mainline rideability and mainline density • Compaction screed: maximize in-place density, asphalt and roller compacted concrete applications

SEE IT! 5

When quality of pavement matters, rely on Vögele pavers and screeds to get the job done.

Booth 1012

WIRTGEN AMERICA . 6030 Dana Way . Antioch, TN 37013 Tel.: (615) 501-0600 . www.wirtgenamerica.com

reporter | by Equipment World staff

Intermat awards Wacker Neuson, Liebherr at show preview

ournalists attending an Intermat pre-show event got a sneak peek at many of the products to be featured at the show, to be held April 20-25, in Paris, France. Intermat is one of a trio of international construction equipment shows held on a rotating basis, along with Las Vegasbased ConExpo-Con/Agg and Munich, Germanybased Bauma. The show is expected to draw 1,300 exhibitors from around the world and approximately 200,000 attendees. A highlight of the event was the introduction of the Innovation Award winners, which highlight some of the most interesting new products to be on display during Intermat. A total of 78 products were submitted for the competition, with 29 semi-finalists and a dozen award winners. Wacker Neuson Group’s dualpowered 803 mini excavator took the Construction Equipment gold award. In outdoor applications, the excavator can be used in conventional diesel mode, but its ability to be operated electri-

cally and emissions-free opens its use to indoor applications as well. Other winners in the Construction Equipment category include Alphi’s TopDalle Eco, a new line of formwork products for reinforced concrete slabs, and Fayat/Marini-Ermont’s RF

160 Neo generation of portable recycling asphalt plants. In the Equipment and Components category, Liebherr France SAS took the gold award for its crane lift elevator, which is integrated in the tower of larger systems and installed externally on smaller tower cranes. It is designed to transport two people or a payload of 440 pounds. Mecalac was recognized with a silver for its quick coupler. The reversible

coupler can be handled from two directions and a detector indicates when the locking is complete. It also requires that an accessory be on the ground before it can be released to prevent accidents due to unintentional detachments of accessories. Two companies, Merlo and Liebherr France SAS, won awards in the Engineering and Systems category. Merlo won the gold award for its M TSS transversal stability system. Designed to prevent overturns of telescopic booms, it features an electronic terminal that reads data from on-board sensors, displays information to the operator, and provides a warning of dangerous situations – going so far as to block movements which might increase danger. Liebherr won the silver award for LDC or Liebherr Demolition Control. The system provides extended reach on demolition excavators while communicating precise, real-time position of the demolition attachment to the operator for enhanced stability of the machine. – Therese Dunphy

FABCO, Fabick Cat to merge

aterpillar dealers FABCO Equipment, based in Milwaukee, Wisconsin, and John Fabick Tractor (Fabick Cat), of Fenton, Missouri will merge, creating a dealership that serves a six-

state region. Based in St. Louis, the new company will serve portions of Missouri, Illinois, Kansas and Oklahoma, as well as the upper peninsula of Michigan and the entire state of Wisconsin. A name has not yet

been announced for the company, which will employ more than 1,100 people and have 37 locations. Over the next 36 months, the FABCO identity will eventually transition to the Fabick Cat name.

EquipmentWorld.com | March 2015 13

WELCOME TO YOUR NEW MAN CAVE INTUITIVE SINGLE JOYSTICK

OPTIONAL MULTIFUNCTION DISPLAY

MORE CAB COMFORT NEW SEAT DESIGN ROOMIER CAB ENHANCED VISIBILITY

COMPLETELY REDESIGNED FOR OPERATOR COMFORT. It’s your space for hours at a time. Not only do you want to be more comfortable while performing your work but comfortable conditions also help keep you more productive. That’s why we asked operators for their input when redesigning the cab. The result? The new JLG® telehanders feature a more spacious cab, integrated arm rest to reduce fatigue and a seat design so comfortable you’ll feel like you’re sitting in your favorite chair. Learn more at www.jlg.com/en/JLG-TH-6

World of Concrete | by Equipment World staff

World of Concrete review

CAT

Cat’s new small dozer lineup – the 80-horsepower D3K2, the 92-horsepower D4K2 and 104-horsepower D5K2 – has an emphasis on offering a small step up in grade control. Now standard on the K2 machines is Slope Indicate, a digital version of the traditional ball-in-the-glass slope meter, displaying the machine’s blade cross-slope direction. This feature also shows the blade’s main-fall, or fore/aft direction. For a $6,500 increase – or basically a tenth of a full-fledged GPS system – owners can opt for Slope Assist, which automatically maintains pre-established blade angles. Cat says the system allows you to quickly attain consistent grades, conserve fill materials, and make less-experienced operators more productive. The machines come plumbed for a full Cat AccuGrade Ready attachment, and can be easily upgraded to 3D capacity. The K2 models also include Automatic Traction Control, designed to reduce track slippage when the machine encounters maximum load conditions. Unlike the previous K Series traction control system, which required operator interaction, this system automatically adjusts the machine to keep it moving steadily through a cut. Since the operator does not have to continually adjust the blade to prevent stalling, Cat says the system results in more consistent grades, reduced operator fatigue and longer undercarriage life.

An Eco Mode system gives the Tier 4 Final machines up to a 20 percent improvement in fuel economy, accomplished by reducing engine speed in less demanding conditions. Set one of two settings on the rotary throttle – forward/reverse or reverse only – and Eco Mode maintains engine speed at optimum levels. The K Series Stable Blade feature assists the operator’s blade-control to offer finer control and more consistent grades. An optional Power Pitch features allows operators to hydraulically adjust blade pitch during operation, giving more aggressive forward angles to load the blade and less aggressive angles to carry the load, a feature Cat says can boost productivity by as much as 6 percent. EquipmentWorld.com | March 2015 15

World of Concrete | continued

GOMACO

CASE

The entire Case Construction Equipment skid steer and compact track loader line is now Tier 4 Final compliant, a move that has led to a revised lineup, including the three new sizes: • The 74-horsepower radial-lift SR240 skid steer • The SR270 skid steer, a 2,700-pound-rated operating capacity radial-lift model • The TR340 compact track loader The company is using particulate matter catalyst solution in its under 74 horsepower units, the SR240 and the SV280. A combination of a diesel oxidation catalyst and high-efficiency flowthrough filter, the system is maintenance free both for first and subsequent owners, since it doesn’t require an expensive diesel particulate filter replacement later in its life. For larger horsepower machines, Case is using SCR technology, which only requires topping off the diesel exhaust fluid tank during refueling. 16 March 2015 | EquipmentWorld.com

The Next Generation Commander III paver includes the company’s G+ control system, which controls hydraulic fan speed, a pivoting operating console, and electronic and hydraulic initiative. Telematics can be accommodated to allow for remote engine and machine monitoring, and the G+ Connect can interface with 3D guidance systems. The integrated connectivity of the Commander III is achieved through CAN ports positioned throughout the machine, and an optional on-board camera allows for monitoring from a portable display at ground level. The camera is a first for the Commander III. It can be placed in any spot on the machine and offers a live feed to the G+ display on the main console or to the portable displays used at ground level. The GBox controller makes it easier to access, service and troubleshoot issues with the machine and provides a new location for the proportional valves and slave control, and creates a central location for the hoses and wiring to feed through. Access is improved via a hinged access door. The paver also has a new cooling package giving the G+ control over the hydraulic fan to adjust to specific job conditions to allow for a quieter running time, and also incorporated into the design an isolated platform to cut down on vibration.

The SR240 controls have an EZ-EH (electro-hydraulic) with nine adjustable speeds that can be adjusted on the fly. New operator handles on the 2,400–pound ROC machine have detents – seen throughout the Tier 4 Final machines – that give the operator a specific reference point when the machine will move. The new Case Tier 4 lineup also includes: • The 74-horsepower SV280, with a ROC of 2,800 pounds, which uses a particulate matter catalyst to reduce engine emissions. • The 8,655-pound SV300 skid steer, rated at 90 horsepower, has 3,000 pounds ROC. • The vertical-lift, 10,550-pound TV380 compact track loader has a ROC of 2,800 pounds and 7,510 pounds bucket breakout force. The 90-horsepower machine uses SCR emissions technology.

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

World of Concrete | continued

PETERBILT

Peterbilt’s new set-forward front axle (SFFA) configuration for their Model 567 is designed for mixer applications. The SFFA maximizes payloads and meets state and federal bridge law requirements, said Robert Woodall, Peterbilt assistant general manager of sales and marketing. “The Model 567 is a low-weight leader and this new configuration will let customers take full advantage of that through optimized weight distribution,” Woodall said. The Model 567 SFFA is available in 115- and 121-inch BBC lengths. The 115-inch model has a bumper to front axle distance of 29 inches and the 121inch model has a bumper to front axle distance of 31 inches. These dimensions comply with federal bridge law requirements. The model on display is outfitted with a PACCAR PX-9 engine, an Allison automatic transmission with FuelSense Technology and a McNeilus mixer body.

TOPCON

The new TP-L5 pipe laser series includes five models with clearer and brighter beams and an upgraded operating panel with a high contrast display. The TP-L5 series offers three green and two red beam choices. The top-end models have vertical alignment beams and what the company calls its SmartLine automatic target alignment. All models allow you to set grades from minus-15 to plus-40 percent and are fully automatic and self leveling. Improved battery life has extended operating time for green beam models up to 20 percent. Topcon’s new LZ-T5 laser transmitter is designed to work with the company’s Millimeter GPS precise positioning system. The LZ-T5 18 March 2015 | EquipmentWorld.com

uses zone-beam laser technology to provide high accuracy elevation information in situations where GNSS positioning doesn’t always deliver the accuracy needed for precise vertical work, especially fine grading and paving. The upgraded LZ-T5 features twin handles, 20 percent better battery life, and enhancements that help it maintain performance in high temperatures and adverse weather. Topcon’s sister company, Sokkia, introduced the GCX2, a compact, lightweight GNSS receiver. “The bullet,” as it’s called, is the smallest and lightest receiver Sokkia offers and is designed for applications in the surveying and construction fields as well as landscape architecture, GIS, BIM and forensic mapping. The GCX2 can connect to Sokkia’s S-10 or GHX2 field controllers and features radio-free RTK operation, which eliminates licensing issues. When used as a base station it can support up to three concurrent GCX2 rovers at a range of up to 300 meters. Some existing Topcon products received upgrades, including a new Android app for its LN-100 Layout Navigator system using Topcon’s Magnet Construction management system, Bluetooth functionality for the LN-100W lasers and imaging capability for the DS-200 total station series. On the corporate news side, Topcon announced an OEM agreement with GOMACO to provide 3D control systems for all of GOMACO’s concrete paving machines including curb and gutter machines, slipform pavers, pacer/spreaders and trimmers. Topcon has also bought the German console manufacturer Wachendorff Elektronik. The Wachendorff purchase will enable Topcon to offer OEM cab mounted consoles for the industrial vehicle market in construction and agriculture machines.

MAKE LESS WORK OUT OF WORK.

People think truck drivers simply drive, but we know better. Standing between you and Job Well Done are all sorts of distractions. We introduced I-Shift so shifting isnâ&#x20AC;&#x2122;t one of them. It can help you stay focused, productive and safe â&#x20AC;&#x201C; the true goals of every professional driver. This is why I-Shift is standard on every new Volvo truck. Learn more at volvotrucks.us.com.

VNX 300

World of Concrete | continued

DOOSAN PORTABLE POWER

Starting with its P185WDO model, Doosan Portable Power says it will be the only air compressor supplier to also manufacture the engines used in their models. A Tier 4 Final 49-horsepower Doosan D24, 4-cylinder turbo engine will be the first in the lineup, using a diesel oxidation catalyst aftertreatment system and having the capability of starting at minus 13 Fahrenheit unaided. In addition to the engine, Doosan announced it would also be using Doosan HR350 airends starting in March, designed and manufactured in its Statesville, North Carolina plant. Initially the airend will appear in the company’s XHP1170 air compressor. “This has allowed us to create a more efficient design, and eliminate areas where water can collect,” says Russ Warner, global products manager, Doosan. In addition to the HR350, two more airend models will be available by the end of this year. All Doosan airends will be able to be used as aftermarket components for some previous models.

HILTI

Hilti has added a series of subtle curves on the cutting surfaces of its concrete core bits, saw blades and breaker chisels. The TE-SP Wave Chisel delivers more impact energy to the concrete than a traditional chisel with straight sided flutes. The wavy lines increase speed up to 30 percent by reducing friction between the chisel body and base material, leaving a wider opening for fast debris removal. The extra clearance also eliminates the productivity-killing problem of stuck chisels. The Hilti TE 1000-AVR breaker when used with the new Wave Chisel offers an increase of up to 50 percent in demolition efficiency. The second generation TE 1000-AVR breaker features what the company calls HiDrive technology, which helps deliver 19 foot-pounds of impact energy. The breaker also features a power reduction switch for up to 30 percent less impact for precision work. Hilti also put a very subtle wave on the cutting segments of its of its Equidist technology for diamond core bits. The Equidist technology itself features precisely positioned, evenly spaced diamonds that cut more efficiently than traditional diamond cutting

20 March 2015 | EquipmentWorld.com

matrixes where the position of the diamond bits is largely random. The precise and overlapping position of the diamond bits ensure even wear and cutting action and eliminate the heat and friction that comes from bits that fall in line with each other. The Equidist technology is also used on Hilti’s concrete saw blades. The Hilti 18-volt cordless drill-driver SF 10W-A18 has both the speed for drilling small holes and the torque to enable stirring thinset or drywall mud in a 5-gallon bucket. With 1,062 inch-pounds of torque it will also power a 4-inch hole saw or drill large diameter holes through dimensional lumber and multiple layers of plywood. Hilti has also boosted the productivity and safety of its wall cutting saws with its DST 10-CA Cut Assist technology. This allows you to run the wall-cutting saw by remote control while the cut assist function adjusts the saw speed to match material and conditions. Hilti Traction Control (HTC). Cut Assist automatically adjusts the saw to make the cuts needed while viewing the cutting depth in real time in the display on the remote control unit.

It’s why you’re still running it into

the ground. It worked then. It works now...thanks to genuine Bobcat® parts.

World of Concrete | continued

SUBARU INDUSTRIAL PRODUCTS

Subaru Industrial Power Products’ launched a rebranding campaign – “Out with the old, in with the blue” – at World of Concrete, bringing a sleek new design to the company’s lineup, one that coordinates with Subaru’s automotive line. The entire SGX Series – the 3,500-, 5,000- and 7,500-watt models – have undergone an overhaul. Upgrades include run-flat tires, digital readouts and a muffler double the size of the previous series. All models feature Subaru’s overhead cam engine that promotes a constant flow of oil for less friction and less heat. The upgraded models were redesigned with a focus on total cost of ownership, concentrating on customers’ pain points. The company included a new recoil for this line, made out of a breakresistant composite material. Subaru also redesigned the engine to locate the low oil sensor at the front, ensuring the engine doesn’t have to be torn apart to access it. Instead, a few minutes and a 12-millimeter wrench will enable the contractor to get to the sensor. Subaru also took a look at air filter cost, choosing to partner with Home Depot to make their filters readily available without having to order them from a dealer, and lowering the lifetime cost to just $26.

THE DIFFERENCE BETWEEN GUESSING AND KNOWING

Gain total visibility of your costs and maximize profits with LOADRITE productivity management tools. Use LOADRITE scales on wheel loaders, excavators and conveyor belts to achieve maximum operational efficiency. For proven cost savings and increased profits, supported by our expert technical team across North America and the world, choose LOADRITE.

Visit us at AGG1 2015 Booth 1848

17 - 19

LR.Agg Man.12.14

For more information phone 1 800 528 5623, email info@loadritescales.com, or visit www.loadritescales.com for your local distributor.

1 800 528 5623 www.loadritescales.com 22 March 2015 | EquipmentWorld.com Untitled-5 1

12/15/14 1:36 PM

TRIMBLE

POWER

The QML800 Quick Mark Layout system criss-crosses two laser beams onto the floor to mark interior points based on plans stored on an Android tablet. Everything is controlled from the tablet, which can be used to load new plans or add points on the fly. Trimble says the system is accurate within 1/8 of an inch over across the entire floor being laid out. In testing Trimble found that the system reduces labor hours by 56 percent. Trimble put the system to the test by asking one crew to lay out 225 points with the QML800 and another with the traditional method. The crew with the QML800 finished the job in two hours while the other crew was only able to lay out 64 points. Beyond that, the crew without the QML800 made 5 errors while the crew with it made none. The QML system allows crews to see whether all of the points will fit within a given floor from the beginning because it measures from the plans rather than from point to point.

behind your productivity

With every turn of the wheel, every push of the controls, and every project completed — you’re reminded why you chose John Deere engine power in the first place. John Deere engines faithfully do their jobs with performance that responds to each command, uptime delivered day after day, and low cost of operation proven year after year. We make every experience you have with our engines count, right down to the reliable support you receive at more than 4,000 service locations worldwide.

That’s the John Deere experience. JohnDeere.com/jdpower EquipmentWorld.com | March 2015 23

machine matters | by Richard Ries

WHEEL LOADERS AS 3- TO 5-CUBIC-YARD MACHINES ENTER TIER 4 FINAL, MANUFACTURERS MAKE FULL USE OF HYDRAULIC POWER

Doosan

Doosan’s DL350-5 wheel loader has a breakout force of 37,093 foot-pounds and dump height of 9 feet 11 inches. The Tier 4 Scania engine is rated at 270 net horsepower, has a high-pressure common rail injection system and cooled exhaust gas recirculation. Standard on all Doosan wheel loaders is a 3-year subscription to Doosan Telematics that allows remote monitoring of location, hours, fuel usage, and other vital operating information.

quipment manufacturers break wheel loader applications into two broad categories: production and utility. Production work is repetitive loading using a V-pattern (or Y-pattern) cycle or a load-and-carry cycle. The loader may run constantly throughout a work shift. Utility work involves more varied use – including digging, loading and lifting – and may have more idle time. The challenge for OEMs is to create features that are of value to all customers, regardless of which category they fall into. This influences design choices for everything from lift linkages to cab glass to hydraulic reservoir placement. All this while also meeting the demands of Tier 4 Final emissions regulations. Among the common improvements are transmissions with lock-up modes, auto-idle and auto-shutdown, and various work modes to match performance to the demand. While each has multiple and disparate benefits, they all work to improve fuel efficiency. Joystick steering, in addition to or in lieu of a steering wheel, is also becoming more widely available. Ride control damps oscillations dur-

24 March 2015 | EquipmentWorld.com

ing travel to improve operator comfort and minimize bucket spillage.

More than fuel efficiency Current wheel loaders provide big improvements in fuel efficiency over previous models. Case Construction Equipment, for example, says their Tier 4 Final 821F and 921F models have up to 30 percent better fuel efficiency than previous models. An available 5-speed lock-up transmission plays a role in fuel savings, but the benefits of that optional transmission extend beyond a reduction in fuel consumption, says Philippe Bisson, Case brand marketing manager. “This transmission improves acceleration, travel speeds and climbing power, and by eliminating power loss, it can increase fuel savings by as much as 8 percent,” he says. The five-speed transmission also includes Case Powerinch, which allows low ground speeds for precise approaches to targets while maintaining high engine speed to maximize hydraulic power. This provides optimal control and accuracy in tight loading areas, regardless of engine speed or grade,

which is ideal for short cycle loading. despite the drop in displacement, and Peter Gallagher of Caterpillar’s 950M and 962M loaders have lock-up JCB says the smaller engine is a better fit for the loader. torque converters and locking front differentials. Refine“We leveraged the continuing march toward greater power ments to Eco mode operation preserve more performance density.” And the Series 1000 in-line 6-cylinder meets Tier while further reducing fuel consumption. The 950M has 4 Final regulations without a DPF. a Z-bar linkage that also provides parallel lift capabilities, On its Tier 4 Final loaders, Komatsu uses SCR, which offering the best of both designs. And these loaders can requires diesel emissions fluid, or DEF. The DEF tank and run four hydraulic functions simultaneously instead of the lines are heated, and DEF is pulled from the lines back more typical three functions. Lucas Sardenberg, wheel to the tank at shut-down to further protect against freeze loader marketing consultant for Caterpillar, says sweepdamage. DEF consumption is about 2 percent of fuel use, ing is an example of an application where four functions helping Komatsu meet their goal of fluid neutral or better prove helpful. The operator can move the broom side-to(using the same or less total fluids, fuel and DEF, as the side without articulating the machine. fuel consumption of previous, non-SCR models). DEF level Volvo uses several technologies to attain reductions in is shown on the cab monitor. fuel consumption of up to 18 percent in their L110H and Komatsu’s Tier 4 Final machines also have Komatsu L120H wheel loaders. Reverse by Braking (RBB) automati- DPF. More than 98 percent of KDPF regeneration is done cally reduces engine RPM and applies the service brakes while the loader keeps working. when the operator changes directions. This reduces stress on the drivetrain while conserving fuel. RBB is part of OptiShift, as is a lock-up torque converter. An eco pedal provides greater push-back, encouraging operators to keep the engine at its most efficient speed. Product manager Eric Yeomans says three features on Volvo loaders make maintenance much easier. The entire aftertreatment assembly can be swung away with the removal of a few fasteners to improve service access. Rapid Oil Exchange (ROX) evacuates used oil from the engine, including the used filters, and then refills the system, including the new filters, with fresh oil. This makes for cleaner oil and filter servicing and ensures filters are pre-filled to prevent pressure loss upon startup. Grouped service points facilitate daily service checks. The Deere rear axle cradle has lubricated-for-life bushings John Deere offers the Loadrite 2180 on-board weighing system and bearings. as a factory option on all 444K through 844K wheel loaders. Information such as total bucket loads, trucks loaded, Tier 4 Final and totals by material can be gathered and The 457 is JCB’s first Tier 4 Final wheel loader. then shared via JDLink. All Z-bar and high-lift Where its predecessor used an 8.9-liter CumK Series loaders come pre-wired for easy mins engine, the 457 has a 7.7-liter engine from installation of Loadrite 2180 if a customer MTU. Horsepower and torque are both up chooses to add it later.

Hyundai

The HL740-9A is the newest model in Hyundai’s lineup of 9A Series wheel loaders and features a 156-horsepower Cummins Tier 4 Interim QSB6.7 engine. The machine has three userselectable modes for engine power and four for the automatic transmission. Optional configurations include extended reach for higher dump heights and tool carrier. A 3-cubic-yard bucket is standard. EquipmentWorld.com | March 2015 25

machine matters | continued Pay attention to aftertreatment Wheel loaders in this size class have engines from 141 to 271 horsepower. EPA emissions standards are different for engines up to 174 horsepower and engines of 174 to 751 horsepower. Flexibility in the laws allows some OEMs to continue offering Tier 4 Interim machines even though Tier 4 Final went into place for all engines effective January 1. One result of this is that aftertreatment technologies vary. Because aftertreatment system types can affect operation and maintenance, it’s important to understand the design and requirements of a specific system. OEMs have worked to minimize the impact of aftertreatment. Kawasaki, for example, uses a Cummins QSB6.7 in their 70Z7 loader (3.7 to 4.2 cubic yard). The engine is rated at net 168 horsepower. Cooled EGR and a variable geometry turbocharger control NOx and PM while a diesel oxidative catalyst (DOC) controls the soluble organic fraction of particulate matter. The DOC requires no servicing. “Our 70Z7 loaders have a maintenance-free, regeneration-free emission system,” says Gary Bell, vice president and general manager, KCMA Corporation. “There is no need to perform periodic manual regenerations. There is no DPF and therefore no need to remove a DPF for periodic cleaning or exchange. With no DPF there is no need for diesel emissions fluid. The emissions control system of the 70Z7 requires virtually no maintenance.” The loaders meet Tier 4 Interim regulations, and will be offered throughout 2015 and possibly into 2016, says Bell. Location, location, location Some features are the result of reconfiguring traditional layouts. On their 821F and 921F loaders, Case moved the cooling module from behind the engine bay to behind the cab. Bisson says this placement of the high-efficiency cooling cube reduces clean-out intervals and susceptibility to thermal events. John Deere relocated the hydraulic oil tank from behind the cab to the frame under the left-side ladder that leads to the cab. This was done to make room for the SCR hardware under the hood while preserving rearward visibility. With their CommandPlus cab in the 457 loader, JCB moved the A pillars to match the width of the rear of the cab, opening up a panoramic view to the front. The right side A pillar holds all switches and auxiliary controls while all main controls are seat mounted and move with the seat as it’s adjusted. Doosan reconfigured the steering columns of loaders in this size class to give more room for operators’ feet and legs. Joystick electric steering is an option that provides steering of the loader without using the steering wheel. This type of steering can reduce operator fatigue especially in repetitive applications like V or L pattern loading. Doosan uses outboard planetary gears and outboard brakes to decentralize heat load for better thermal management. 26 March 2015 | EquipmentWorld.com

Mike Stark, Doosan’s wheel loader specialist, points to the flexibility in spec’ing their loaders. “The DL220, DL250, DL300 and DL350 all have Z-bar linkages; the DL250 is also available as a toolcarrier with a parallel lift linkage. The DL250 and larger models are available as high-lift models with an additional 12 inches of dump height.”

On-board weighing systems In a production environment, payload weighing systems for loaders help increase productivity and efficiency, especially where accurate truck loading and material tracking

Komatsu

As with all Komatsu Tier 4 Interim machines, the WA380-7 comes standard with 3 years or 2,000 hours of Komatsu CARE covering all scheduled maintenance. Komatsu CARE also includes two complimentary Komatsu Diesel Particulate Filter exchanges within the first 5 years. The WA380-7 features Komatsu SmartLoader Logic to match engine torque to demand, thereby saving fuel.

Case

Case F Series wheel loaders use SCR but no DPF to improve fuel efficiency, reduce exhaust temperatures, minimize maintenance and eliminate downtime associated with regeneration and servicing of DPFs. The cooling module is placed behind the cab, not at the back of the machine, to facilitate a low, sloping hood and improve operator visibility.

RUN STRONG.

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machine matters | continued

JCB

The 457 is the first wheel loader to showcase JCB’s CommandPlus cab. The A pillars have moved out to the same width as the rear of the cab to provide a panoramic forward view. The right-hand A pillar holds all switches and auxiliary controls. That A pillar also holds one of two in-cab screens; the other is in the center console. Power comes from a 7.7-liter MTU Tier 4 Final engine rated at 258 horsepower.

Kawasaki

Kawasaki’s 70Z7 shares IntelliTech functions found in all Z7 wheel loaders from the company, but unlike larger models the system on the 70 runs behind the scenes without input from the operator. This makes it ideal for applications where operator skill levels vary widely. The 173-horsepower Cummins engine is Tier 4 Interim compliant and does not use DPF. A Quick Power switch delivers extra power when needed.

is critical. Tom Barnum, product consultant with John Deere, says, “These systems can generate daily productivity reports, tracking material moved by product type, customer, or location, and ensure trucks are loaded to their maximum capacity while not being overloaded. Because these systems weigh dynamically, without having to stop the loader to calculate the weight, cycle times are decreased.” Deere’s primary system is the Loadrite L2180. It is a factory-installed option available on all utility and production class loaders. L2180 sends payload information via JDLink, Deere’s telematics system. That information, including cycle times, production output, and more, is then available online. Using an on-board printer the L2180 can issue scale tickets. On model 724K (4.0 to 4.75 cubic yard) loaders and smaller, Deere also offers a more basic weigh system, the Embedded Payload Scale (EPS). “EPS is an entry-level scale system that will calculate bucket weight and truck weight,” says Barnum, “but it will not generate any reports or downloads.” John Frame, technology consultant with Caterpillar, says OEM systems make full use of OE sensors, electronics, and telematics. Compared to aftermarket systems, this can improve reliability and may reduce costs. Cat’s Production Measurement Payload Weighing System uses the loader’s integrated touch-screen display; reports are available in that display and in VisionLink, a secure, web-based application developed by VirtualSite Solutions, a joint venture between Caterpillar and Trimble. Other features of the onboard system include last bucket tip-off and low-lift weighing. Typically the dealer will calibrate the system as part of initial set-up and subsequent fine-tuning can be performed by the operator using the loader’s Simple Cal mode. “Since fine-tuning is quick and straightforward, it should be performed periodically to ensure that the best accuracy is being maintained,” says Frame. Operators should strive to be smooth and consistent.

HOW’S MY DRIVING? AS I USE YOUR BACKHOE TO DIG UP MY BACKYARD EquipmentWorld.com | March 2015 29

machine matters | continued While the system will filter out noise in the form of pressure spikes, accuracy is improved when fewer such spikes occur.

Caterpillar

The Cat Production Measurement Payload Weighing System features last bucket tip-off for faster loading cycles, weights taken low in the lift with no need to lift through the entire range, and integration with standard factory components, including the operator’s touch screen display. Reporting is available on-board through the display or remotely with VisionLink.

Liebherr

Liebherr’s L538 has a Z-bar linkage, straight tipping load of 22,485 pounds, and an operating weight of 29,000 pounds. The Liebherr Power Efficiency system optimizes the interaction between components, adjusting power and performance for every working situation to provide additional fuel savings of up to 25 percent. Standard is a 3.53-cubic-yard quick-hitch re-handling bucket with a bolt-on cutting edge.

Aftermarket systems While some customers may opt for a factory-installed onboard weighing system, many will want to add a system to an existing loader or manage the installation of a system to a new loader as an aftermarket add-on either by the dealer or by a third party. Simon Rush, global marketing communications manager for Trimble Loadrite, offers these tips to customers. “Consider your budget, existing requirements, and future requirements. Most people have an adoption curve that starts with payload optimization and moves on to other features as they become comfortable with the technology. Operators may also have preferences for a particular style or brand. Using similar technology throughout the fleet will make training and data management easier.” Rush says the key considerations are: • Accuracy. Loader scales can achieve +/- 1 percent accuracy, but since a small deviation in accuracy can quickly affect profitability periodic reference checks are recommended. • Support. For maximum uptime, scales should be installed by a skilled specialist technician and locally serviced at regular intervals. • Extended features. Including the ability to total payload for a day or longer period, automatically add bucket payload without operator intervention (via a preset lift arm/ boom position), multi-attachment selection and more. • Productivity improvement analysis. Managers can analyze payload data to improve productivity. Tagging data fields, such as product, operator, customer, and project, allowing tracking of material through the operation. • Connectivity. Communication between machines via onboard scales, the truck scale, the office, and mobile devices is increasingly valuable as it allows for nearreal-time information on operations, downtime, and potential issues.

HOW’S MY DRIVING? AS I RUN ERRANDS – AND LIGHTS – IN YOUR TRUCK

EquipmentWorld.com | March 2015 31

machine matters | continued

SDLG

As with other SDLG models, the LG948L is aimed at wheel loader customers who don’t need the features of premium-priced machines and those that might have purchased a used loader but want a new loader with full product support and a 12-month, 1,500hour warranty. The 3.0-cubic-yard LG948L has a 173-horsepower Deutz Tier 4 Interim engine and ZF transmission and an operating weight of 30,200 pounds.

Volvo

Optional OptiShift technology on Volvo’s L110H and L120H wheel loaders combines the company’s patented Reverse-by-Braking and lock-up torque converter to reduce fuel consumption by up to 18 percent. The cab is insulated against noise and vibration. The optional Boom Suspension System damps loader linkage oscillations during travel, further enhancing operator comfort and reducing spillage.

RMT Equipment, located in Blainville, Quebec, is the North American distributor for the Italian company VEI. Marc Lefebvre of RMT says customers for their aftermarket systems fall into two categories. The first wants a simple system with high accuracy. The goal is to avoid over- or under-loading trucks. Either customer can make use of VEI’s standard USB data transfer or opt for an RF or Wi-Fi modem. Information can be saved locally or uploaded to an online account, which RMT offers for $15 per month. Installation and service are available from a network of master distributors.

A different approach “We are the anti-value-added company,” says Al Quinn of SDLG. The Chinese manufacturer, represented in North America by Volvo, offers basic models with few frills. Transmissions are powershift, not automatic. Hydraulic systems are open center, not closed. Cabs are comfortable, but not plush. Cab glass is flat panel, not curved. Some models have dry, not wet brakes. “The basics are in place,” says Quinn. “The machines are reliable and meet capacity needs, such as full-turn tip and lift capacity. We use Deutz engines produced in Germany and installed at our plant in China. But while on-board weighing systems, telematics and other addons can be installed by our dealers to meet customers’ needs, mostly we’re selling to customers who don’t receive value from those features.” Who are these customers? “Snow removal is big for us. Or the contractor who drives his dump truck to his yard, hops out of the truck and into the loader, fills the truck, parks the loader and drives away. Anyone who puts fewer than 1,000 hours on a loader in a year. He says that with a price point 35 percent lower than other brands, customers get a new machine with a full warranty and the leasing, financing and other options associated with new equipment for the cost of a 3- to 5-year old used machine.

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EquipmentWorld.com | March 2015 33

FLEET PROFILE

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

The financed equipment buying habits of roadbuilding contractors

What have contractors who are engaged primarily in roadbuilding been adding to their equipment fleets in the past five years? To get a better picture of this, we zeroed in on a segment of contractors defined both by their market and their buying activity, and took a deeper dive into what they have financed.

or this study, we looked at financed equipment tracked by Equipment Data Associates from 2010 to 2014. We further sorted this data by the most active financed buying segment of roadbuilding contractors – those who have financed more than 40 machines in the past five years. Although financed machines do not represent the totality of the market, since contractors can also pur-

One of the top machines that contractors in our roadbuilding segment bought: the Cat CB 54. chase equipment with cash or a letter of credit, financed machines can represent 40 to 75 percent of the purchased market depending on the type of machine. The 124 contractors we included in this segment were defined by industry codes SIC 1611 Highway and Street Construction and/ or NAICS 237310 Highway, Street and Bridge Construction, and/ or were determined by editorial judgment to be primarily engaged in roadbuilding activities. We di-

vided them into three size groups, determined by annual revenues reported by Dun & Bradstreet and other industry sources: • Small, under $25 million, 44 contractors • Medium, $25 to $75 million, 44 contractors • Large, more than $75 million, 38 contractors Together, this segment financed 5,898 new machines and 4,995 used machines between 2010 and 2014. EquipmentWorld.com | March 2015 35

roadbuilding contractors continued

New, used sales trends Medium and large contractors in our segment have been much more ambitious in buying financed new equipment than smaller contractors. Both types of contractors purchased significantly more new equipment than used equipment in 2014. With medium size contractors, new equipment purchases were 56 percent above used equipment purchases in 2014, while financed new and used purchases were neck-andneck in 2013. With our larger contractor slice, the trend of new financed purchases over used purchases has been significant since 2012, and in 2014, new purchases were 64 percent above the number of used equipment purchases.

Types of machines Weâ&#x20AC;&#x2122;ll look first at the types of machines typically identified as pavingspecific, such as pavers, compactors and milling machines. The top financed equipment types remained consistent between size groups.

NEW PAVING EQUIPMENT TYPES, 5-YEAR TOP BUYS Small contractors, less than $25M

2010-2014 Source: EDA, edadata.com

FLEET PROFILE

Medium contractors, $25-$75M

Large contractors, >$75M

Double drum compactor, 40 units

Double drum compactor, 72 units

Double drum compactor, 153 units

Single drum compactor, 30 units

Single drum compactor, 53 units

Single drum compactor, 54 units

Tracked paver, 26 units

Tracked paver, 41 units

Static compactor, 6 units

Wheeled paver, 22 units

Wheeled paver, 25 units

Wheeled paver, 6 units

Milling machine, 14 units

Milling machine, 25 units

SMALL CONTRACTORS

Looking at all types of equipment, not just those specific to roadbuilding, the size of roadbuilder in our segment did create some significant differences in the top types of new financed equipment and trucks purchased. Double-drum compactors, for example, were the third largest type of equipment purchased by our large size segment, but only appeared eighth on the list for medium size contractors and not at all for smaller contractors. And backhoes only appeared on the smaller size contractor top list.

700 600 500 400 300 200 100 units

2010

2011

2012

NEW

2013

2014*

USED

FINANCED NEW EQUIPMENT TYPES, 5-YEAR TOP BUYS

MEDIUM CONTRACTORS

Small contractors, less than $25M

Medium contractors, $25-$75M

Large contractors, >$75M

500

1 Wheel loader, 205 units

1 Excavator, 311 units

1 Excavator, 254 units

400

2 Excavator, 155 units

2 Articulated truck, 280 units

2 Wheel loader, 219 units

3 Utility tractor, 66 units

3 Wheel loader, 186 units

3 Double drum compactor, 153 units

700 600

300 200 100 2010

2011

2012

NEW

2013

2014*

USED

2010-2014 Source: EDA, edadata.com

units

LARGE CONTRACTORS 700 600 500 400 300 200

4 Compact track loader, 4 Class 8 truck, 152 65 units units

4 Class 8 truck, 114 units

5 Class 8 truck, 58 units 5 LGP dozer, 120 units

5 Articulated truck, 91 units

6 Backhoe, 57 units

6 Crawler dozer, 107 units 6 Crawler dozer, 83 units

7 Articulated truck, 48 units (tie)

7 Compact track loader, 7 LGP dozer, 69 units 88 units

8 Crawler dozer, 48 units (tie)

8 Double drum compactor, 72 units

8 Motor grader, 59 units

100 units

2010

2011

2012

NEW

2013 USED

*2010-2014 Source: EDA, edadata.com. Number of financed units.

36 March 2015 | EquipmentWorld.com

2014*

It should also be noted that GPS systems were listed on the top new financed list for small contractors in our segment, coming in third, at 66 units financed, and with medium size contractors, with 139 units financed. GPS systems did not make it on the top financed list for large contractors.

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roadbuilding contractors continued

FINANCED USED EQUIPMENT TYPES, 5-YEAR TOP BUYS Small contractors, less than $25M

Medium contractors, $25-$75M

Large contractors, >$75M

Excavator, 216 units

Excavator, 275 units

Excavator, 163 units

Wheel loader, 162 units

Class 8 truck, 242 units

Wheel loader, 122 units

Class 8 truck, 137 units

Articulated truck, 140 units

Double-drum compactors, 93 units

Crawler dozer, 134 units

Wheel loader, 120 units

Articulated truck, 69 units

Single drum compactor, 95 units

Single drum compactor, 101 units

Crawler dozer, 69 units

Double drum compactor, 91 units

Crawler dozer, 84 units

Single drum compactor, 68 units

Motor grader, 87 units

Motor grader, 83 units

Class 8 truck, 51 units

Articulated truck, 79 units

Double drum compactor, 75 units

Motor grader, 45 units

Backhoe, 55 units

LGP dozer, 57 units

Generator set, 39 units

10 Scraper, 45 units

10 Scraper, 46 units

10 Backhoe, 28 units

2010-2014 Source: EDA, edadata.com

Two machines appear on the top financed used equipment list that did not appear on the new equipment list for this segment: scrapers (91 units total) and backhoes (83 units total).

Top models Articulated trucks â&#x20AC;&#x201C; from three different manufacturers â&#x20AC;&#x201C; appeared on the top three model list of all contractor sizes in our segment, the only type of machine to do so.

NEW EQUIPMENT: TOP 3 FINANCED MODELS* Small contractors, less than $25M

Medium contractors, $25-$75M

Large contractors, >$75M

John Deere 824K wheel loader, 28 units

Cat 740 and 740B articulated truck, 149 units*

Cat 336E L excavator, 47 units

Terex TA300 articulated truck, 25 units

Volvo A40 F articulated truck, 72 units

Cat CB 54 double drum compactor, 35 units

John Deere 844K wheel loader, 19 units

(tie) Cat 349E L excavator & Wacker Neuson RT 82-SC2 remote controlled trench compactor, 29 units

Cat 740B articulated truck, 33 units

*Self-propelled, new when purchased. The Cat 740 size articulated truck was upgraded to the 740B, which also appeared as a top new model; these two models are combined on our list. 2010-2014 Source: EDA, edadata.com

Brands Although the manufacturers remain basically the same, there are differences in the top brands chosen in the new self-propelled equipment and trucks financed on a per unit basis between small, medium and large roadbuilders in our segment:

TOP NEW EQUIPMENT FINANCED BRANDS, 2020-2014 Small contractors, less than $25M

Medium contractors, $25-$75M

Large contractors, >$75M

Cat, 398 units

Cat, 932 units

Cat, 826 units

Deere, 239 units

Volvo, 193 units

Deere, 161 units

Komatsu, 118 units

Deere, 178 units

Volvo, 116 units

Volvo, 49 units

Komatsu, 174 units

Komatsu, 111 units

Case, 37 units

Mack, 53 units

Mack, 50 units

2010-2014 Source: EDA, edadata.com

38 March 2015 | EquipmentWorld.com

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maintenance | by Tom Jackson | TJackson@randallreilly.com

A leaky or worn fuel or hydraulic line, a hot turbo and suddenly you have a big problem.

Technicians – your first line of defense when it comes to preventing fires on heavy equipment

ire prevention is everybody’s job, but there is one person who can do more than most to keep heavy equipment safe from fire, and that is the technician. The reason: most fires happen when something on the machine is neglected. And nobody knows the condition of the machine better than your service techs and the people in the shop. Fires are rare on new and wellmaintained equipment. “But remember the vehicles or equipment that come into your shop are the ones that have the problems,” says Suzanne Smyth, a PhD and physical engineer who investigates fires for

Exponent, an engineering and scientific consulting firm. We talked to a handful of engineers whose job it is to investigate heavy equipment and industrial fires to find out the most common sources of fire and what you can do to prevent them. Here’s what they told us.

IGNITION There are two basic contributing factors to any fire, a source of ignition and a source of fuel. Ignition can be a spark or a flame or just high heat, but in today’s complex heavy equipment there can be multiple sources. Turbochargers. Although the

turbocharger sits high up on the engine it is a constant source of high heat. “On an excavator the main hydraulic valve sits right behind the turret in a bank behind the engine,” says Daniel Olson, a licensed professional engineer and certified fire investigator for Warren Forensics. “Most manufacturers put a good firewall there, but if you get a 3,000-psi mist of hydraulic fluid you are going to get a combustible mix of hydraulic fluid and air. Depending on the fuel-air mixture you can get something pretty bad happening; not explosive, but it will track back to the source of the leak very quickly.” And turbos get hot enough to ignite just about any type EquipmentWorld.com | March 2015 43

maintenance | continued Fire suppression systems For certain applications, aftermarket heavy equipment fire suppressions systems are either required or recommended. These include landfill industry, wood products, timber harvesting, paper mills, coal and steel mills among others. The fire hazards here are such that fire suppression systems are used in everything from small skid steers to large dozers, wheel loaders and excavators, says Rod Cavallaro, vice president of AFEX Fire Suppression Systems. The mining industry is the biggest market for these systems, says Cavallaro, for a couple of reasons. One: the industry is super safety conscious. “They are always trying to protect their operators the best they can,” he says. And on large mining equipment a fire suppression system can give operators time to exit the vehicle safely. A second reason is the capital investment, with big mining trucks and shovels costing many millions of dollars. Third is productivity: if one shovel goes down due to fire, it may sideline anywhere from eight to 15 trucks and take a year or more to get a replacement shovel.

Today’s heavy equipment fire suppression systems range from simple to highly sophisticated. On the simplest manual systems the operator pulls the safety pin, activates the plunger and exits the equipment. More complex systems include sensors that automatically activate the fire suppressant and/or shut down the engine to prevent the fan, fuel and hydraulic pumps from further spreading the fire. Newer systems can also tie into equipment telematics to let fleet managers know remotely if a system has been activated or needs attention or maintenance. The latest evolution in the fire suppression world is the use of dual agents, putting both dry powder and liquid fire suppression agents on one machine. “For the Tier 4 engines we’re doing a dual agent concept where we have dry and liquid,” Cavallaro says. “You get the fast knock down and excellent coverage of dry powders with the cooling element of a liquid. That will cool Tier 4 aftertreatment components and turbos and help remove them as a potential ignition source of a fire.”

of fuel, including debris. “The most important thing people can do is to keep that engine clean,” Olson says. Overheated components. There are other sources of high heat that can catch you unawares, says Smyth. On heavy equipment overheated exhaust manifolds, seized bearings or locked brakes can generate enough heat to ignite many different sources of fuel, she says. Frayed wiring. Another source of ignition that shows up frequently in forensic investigations is frayed wiring. “I see a fair amount of damaged wiring, and a lot of that having to do with the addition of aftermarket equipment,” Smyth says. Incorrectly installed wires can chafe against other components or the frame of the machine or rub against the articulating piece of a machine. Over time the wires’ insulation

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rubs off and you get a spark when it contacts metal. Tires. The rubber used in today’s heavy equipment tires is not a source of ignition, but, tire vendors have told us that poor maintenance and tire changing practices sometimes leave small shards of metal inside of a tire. If the air inside the tire becomes overheated due to under inflation, too much load or too much speed it can cause these small bits of metal to catch fire and in turn the burning metal can start the rubber burning. And once a tire starts to burn, it is almost impossible to extinguish. It has to burn itself out and in most cases it’s going to take the rest of the machine with it. Batteries. Although vehicle batteries are not often the source of ignition in fires, they should not be ignored by technicians, either. A high resistance situation that causes overcurrent could cause the insulation on wires to burn, says Olson.

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Welding, grinding and hot work should always be done well away from any potential source of fuel. Batteries are more of an issue when you are storing or charging them in the shop, says Smyth. “Anytime you are charging or storing batteries you should consult the codes and direc-

tions,” she says. Hot work. Grinding, welding, brazing, soldering, any work or tool that generates sparks or heat, should be kept well away from

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technology | continued any source of fuel. All fire codes require this and some are more strict than others so be sure to check with local code officials. Be especially vigilant when welding or grinding on equipment that may have fuel or oil leaks or debris that could catch fire. Clean first, then work.

FUEL Diesel fuel has a flash point of between 126 degrees Fahrenheit and 205 degrees Fahrenheit. The flash point is the temperature an ignition source has to reach before the fuel catches fire. Diesel also has an auto-ignition point of about 650 degrees, meaning at this tempera-

Forrestry and land clearing applications carry a high fire risk due to the flammable nature of the environment and the build up of debris inside the machine.

ture it spontaneously burst into flames without a source of ignition. The sources of fire producing diesel fuel are fairly obvious: leaky injectors, fittings, spills and fuel lines. Poor maintenance practices and chafing of hoses can contribute to leaks. Hydraulic fluid is slightly less flammable, with a flash point of 400 degrees Fahrenheit and an auto-ignition point of about 650 degrees Fahrenheit. The sources of hydraulic leaks are likewise poor maintenance, fittings, spills and worn hydraulic lines and it is certainly no less a threat than diesel. Olson recalls a situation on a mining truck where a rubber fuel hose was used in place of what should have been a steel hydraulic hose. Because of the constant pulsing of the hydraulic system, the hose sprung a leak. â&#x20AC;&#x153;That hit the turbocharger and seven hours later, after 1,200 gallons of fuel, six 57,000 pound tires and 300 gallons

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of hydraulic fluid, the fire burned itself out,” he says. Debris is high on everybody’s list of fire hazards. Land clearing and forestry applications throw huge amounts of flammable material onto and into heavy equipment, says Olson. In landfills there are paper and plastic bags getting torn and shredded and those can get sucked up by the cooling fan or wrapped up under the machine. Fires in the forest The North Carolina Association of Professional Loggers has produced a fire safety video that’s relevant to any machine based application where wood, vegetation and other flammable organic debris can build up in a machine. The video includes appearances from television loggers Rudy Pelletier of American Loggers fame and Bobby Goodson from Swamp Loggers. You can view the 33-minute video here: www.youtube.com/ watch?v=zKgi6S1HGGs

It is essential that you keep this debris cleaned out of the machine. If debris is a constant issue, look for equipment that has reversible cooling fans that clean out trapped debris. These are also available aftermarket. And you may want to look into installing an aftermarket fire suppression system on jobsites where the fire risk is high.

CLEAN MACHINES The best place to put your first efforts in creating a machine and shop environment that reduces the risk of

fire is to clean your machines on a regular basis. Removal of debris and pressure washing are fundamental. “That way you reduce the chance of igniting accumulated debris and you get a better view to all your lines and cabling so you can tell more easily if something is starting to rub, or you’re starting to get a puddle of something accumulating,” Smyth says. “With regular inspections of fluid and electrical lines you’re going to catch abrasion before it gets to something more serious.”

USLD and static While none of the engineers we spoke to have heard of problems, there is some concern in the industry that ultra low sulfur diesel fuel carries a greater risk of creating static charge than the high sulfur diesel that was common up until about five years ago. It’s enough of a concern that the Association of Equipment Manufacturers has put out a Best Practices Guidance Bulletin 6/13, which recommends you ensure the entire

system you use to fuel your equipment is properly ground and bonded, including your fuel supply tank, transfer pump, transfer hose and nozzle; and that you make sure your fuel supplier is also in compliance for all proper grounding and bonding practices. You can get a copy of their bulletin here: http://www.aem.org/AllDocuments/AEM/ SRT/SRTTopics/ULSD_BP_Bulletin-TwoColumn_07-03-13.pdf

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road science | by Tom Kuennen

Unbonded concrete overlay on concrete (UCOC) is placed on milled asphalt pavement.

ew methods, concepts, materials and even new terminology are changing how concrete overlays are being promoted, designed and built. The industry has developed an optimal joint configuration for concrete overlays, 6x6x6 for short, describing panels that are 6 feet long by 6 feet wide by 6 inches thick. This standard configuration minimizes moment axle loadings, which in turn, reduces slab curling. While not completely universal this configuration is applicable for a wide array of projects from the national highway system to county roads. And so the term “ultra thin whitetopping” is out. BCOA, for

bonded concrete overlay of asphalt, is in. BCOAs are one of five freshly designated variations of concrete overlay designs. New materials support an emphasis on optimum durability rather than compressive strengths. A new emphasis on closely gauging maturity of fresh placements – opposed to accelerated curing – is changing how quickly concrete overlays are opened to traffic. For example, in a 2014 Transportation Research Board paper, authors Kivi, Tighe, Fung and Grajek cite the example of Toronto.1 The city attacked rutting and shoving problems that refused to respond to regular maintenance. Their research showed concrete overlays

Photo: ACPA

6x6x6 = success for concrete overlays

and inlays are excellent rehabilitation options for urban pavements subjected to volumes of traffic. “The pavements are in very good condition visually, ride quality remains excellent and the recurrence of the regular rutting and shoving problems that were being observed prior to rehabilitation has been mitigated,” the authors say. Rehabilitating Urban Pavements with Concrete: A Municipal Case Study by Aleks Kivi and Susan L. Tighe, PhD, P.Eng, Department of Civil and Environmental Engineering, University of Waterloo, Rico Fung, P.Eng, Cement Association of Canada, and Jozef Grajek, M.Sc., P.Eng, City of Toronto, Ontario (TRB, 2014). 1

EquipmentWorld.com | March 2015 49

road science | continued president and CEO, American Concrete Pavement Association. He added the volume of these thinner concrete overlays has increased in recent years. “Our volume of paving fluctuates every year, and we monitor that,” Voigt told Equipment World. “We also monitor overlays, and we now are between 10 to 15 percent of our total volume of paving now in concrete overlays. Eight to 10 years ago it was less than 5 percent, so we are excited about that growth. And half of today’s overlay volume is 6 inches or less.” Also, ACPA has seen a dramatic change in application of overlays.

Photo: ISTHA

‘Thin’ remains ‘in’ Thinner overlays of portland cement concrete remain a high priority for the concrete paving industry, but while hyperthin PCC overlays have been placed as pavement preservation measures, they are uncommon and most overlays don’t approach the thinness of as little as 1 or 2 inches the National Asphalt Pavement Association is promoting with Thinlay. “There are no hard and fast rules as to what’s thin or not, but I would say 4 to 6 inches constitutes the thinner side of what we do,” said Jerry Voigt,

Photo: James K. Cable, Ph.D., P.E.

Illinois State Toll Highway Authority places test of two-lift, wet-on-wet concrete overlay on I-88 in 2012.

Section of very thin 2-inch textured concrete overlay on Iowa State Route 2. 50 March 2015 | EquipmentWorld.com

“We’ve seen a shift in concrete overlay placement,” Voigt said. “They used to take place mostly over concrete. Now they’re mostly over asphalt. Some two-thirds of the concrete overlays being placed are going down on asphalt pavements.” Why the growth in concrete overlays? “Agencies can’t reconstruct everything that they might want to, so they are looking at different options for pavements,” Voigt said. “And they have been turning to the option of concrete overlays more than they have before.” This growth in thinner concrete overlays takes place as the industry refines designs and terminology. “In the day, we used the term ultrathin whitetopping, which generally was used for concrete on asphalt,” Voigt said. “People still use those terms, but we have de-emphasized them. We prefer to talk about concrete overlays being bonded or unbonded, or on concrete or on asphalt.” This has led to new terms describing concrete overlays: • BCOA, bonded concrete overlay on asphalt, formerly called thin or ultrathin whitetopping • BCOC, bonded concrete overlay on concrete • UCOA, unbonded concrete overlay on asphalt • UCOC, unbonded concrete overlay on concrete, and • Bonded or unbonded concrete overlay on composite pavement (usually asphalt cap over concrete). In general, bonded concrete overlays over asphalt will be thinner, and unbonded overlays over asphalt will be thicker. Composite pavements offer their own advantages, ACPA says. “You can take advantage of the asphalt cap,” Voigt said. “Typically, if an unbonded overlay is being placed, an interlayer of fabric or thin asphalt overlay will be required. With composite pavements you already have the asphalt layer there.” The interlayer is required to bridge imperfections in the existing pavement to be paved over. “If your exist-

ing pavement is in worse structural condition, you can add an interlayer that will result in a thicker pavement, but bridge over the problems below,” Voigt said. “Whereas if you are bonding to the pavement below, you will not require an interlayer.” On unbounded overlays, the concrete serves as a base layer, as opposed to actually carrying the load, says ACPA’s new technical services engineer, Eric Ferrebee. “The interlayer or bond-breaker distributes stress to the lower layer, but the base does not carry the load directly,” he says. “If it’s bonded, then the design requires the existing or bottom layer to carry more of the stresses, so you don’t have higher stresses in the overlay.”

Engineering the overlays Today’s concrete overlays are engineered projects that involve evaluation field work to obtain cores, and to judge existing conditions and materials. These data determine, for example, whether to bond or not bond a concrete overlay. This primarily depends on the condition of the exsiting pavement and whether it will carry part of the load of the overlaid structure, Voigt says. If it’s in good shape, you can use a bonded overlay. If not, an unbounded overlay is best. Bonded overlays typically have been placed with a cement-in-water “grout” spread between lifts, but current practice has the grout eliminated and the concrete placed directly on the existing pavement. “It still will bond to concrete and older, oxidized asphalt,” Voigt said. “With newer asphalt, the surface may be milled, swept and blown to keep it clean. With concrete as well as asphalt bases, keeping them clean is the key.” In unbonded overlays, the “bond breaker” or interlayer prevents the base layer from interfering with the performance of the overlay. The industry now is turning more to fabric interlayers instead of thin asphalt layers Voigt says. Typically this fabric

will be around a quarter to a halfinch thick and helps cracks or joints in the underlying layer from reflecting to the surface layer. It also can help drainage, reduce bearing stresses and the effects of traffic loads, according to The Transtec Group. Transtec says benefits include lower cost for material and installation, installation rates exceeding that

of paving, and ease of construction, with placement requiring a minimum of training and equipment.

6x6x6 = success Concrete always will crack as it cures, and the point of providing sawn joints is to control where it cracks. The industry has used a variety of joint configurations and

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road science | continued recently has determined the 6 feet long by 6 feet wide by 6 inches thick joint configuration provides optimum overlay performance under most circumstances. “One of the ideal benefits of having a 6x6x6 panel is that a joint always will fall between the wheels of an automobile,” ACPA’s Ferrebee said. “Because of that, we always will have one axle per panel at any time. That reduces the stress each panel will experience, keeps stresses at a reasonable level and our pavement in service longer.” “Because the slabs don’t bend or flex so much, you can have a thinner slab stand up to the same truck loadings,” Voigt says. Sawing of joints should take place as soon as the pavement has gained enough strength to resist raveling. Crack control joints can be one-third of the slab depth. By closely observing the curing of the slab, traffic can be allowed on the pavement without waiting for full compressive strengths to develop; that eliminates much of the need for accelerating additives in concrete overlays, Voigt said.

Two-lift overlays Another recent concrete overlay technology transfer from the industry/ FHWA scan tour in 2006 that is gaining hold in the United States is two-lift paving, dubbed 2LCP, in which wet concrete is placed on wet concrete. The two lifts form a monolithic slab as they cure and set together. Generally, the bottom layer, or bottom lift, consists of lower quality concrete, which can include locally available aggregates not suitable for surface use or recycled aggregates, according to Dr. Peter Taylor of the National Concrete Pavement Technology Center at Iowa State University, at a workshop in late 2013. Higher-quality materials are used in the top layer or top lift, he added. “The top lift is generally the thinner of the two layers,” Taylor said. “As a result a lower volume of

high quality concrete is needed. A high quality top lift provides better durability and skid resistance.” 2LCP is constructed as wet-onwet concrete that not only helps to achieve better bonding between the layers, but also reduces the differential shrinkage problem, he added. This technique is being used now on reconstruction of the Jane

Addams Memorial Tollway (I-90) – linking Rockford, Illinois, with O’Hare International Airport – by the Illinois State Toll Highway Authority. There, processed and tested fractionated reclaimed asphalt pavement is being used in the base. Dubbed “black rock” by the tollway authority, it enhances the “green” aspect of two-lift concrete paving.

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

Heavy lifting

Not paying attention to a lift’s load capacity can get you into trouble

The bottom line: The construction company’s foreman noted that morning that the scissor lift to be used was rated for 500 pounds, which would not support the weight of the three workers, the tools they would be using, and the planter box and contents. He told one worker to wait for the rest of the crew, and he would get them a larger lift. When the other two crewmembers arrived, they were unaware of the situation, and all three workers got into the scissor lift and fully extended it to gain access to the planter box. Once the workers had emptied some of the dirt and gravel from the box, they tried to pull it from the wall, creating an unstable rocking motion that made the lift easy to tip over once the planter broke free.

Follow the numbers Specs such as lift capacity are not guidelines; they’re hard and fast

Illustration by Don Lomax

The accident: Three construction workers in a scissor lift were removing a planter box from the exterior wall of a parking deck. The workers were shoveling dirt and gravel into a plastic trash container situated on the lift’s platform in an attempt to make the box lighter prior to removal. When the workers tried to pull the box from the wall, the box struck the lift, knocking it over. One of the workers fell 20 feet to the ground below. He was transported by emergency medical services to a hospital, where he died from his injuries. rules to follow that are designed to keep you and your fellow crewmembers safe. In this accident, the 500-pound load capacity of the scissor lift was exceeded by the combined weight of the three workers, the materials handled and the planter box itself. Although the foreman recognized the capacity problem, the chain of communication was broken when the entire crew was not notified a larger lift would be made available. Furthermore, the workers using the lift should have been able to gauge the lift was too small based on their training on working at height. Here are a couple of things to keep in mind when working on a lift: Size matters. Before you begin work, take note of the lift’s capacity, and assess the combined weight of everything on the platform, including workers, materials and

tools. If you’re going to be engaging in an application that is likely to move the platform in any way, make sure your lift has outriggers deployed throughout the job. Remember your training. Working at height presents a different set of dangers than working on the ground. Your employer will have provided specific training on this topic, which you should complete prior to beginning any job that will require you to use a lift. Make sure you use the appropriate fall protection system, and familiarize yourself with the specific model of lift you’ll be using. If it is a rental unit, take time to go over the manual – which they are required to provide with the machine – and go over any machine features specific to the lift you’ll be operating. If you feel the lift is undersized or inappropriate for the task at hand, alert your supervisor at once.

Information for this Safety Watch is from an accident report, the California Department of Public Health’s Fatality Assessment and Control Evaluation program and the National Institute for Occupational Safety and Health. It is meant for general information only.

Date of safety talk: Attending:

Leader:

_____________________ EquipmentWorld.com | March 2015 55

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

Peso en el elevador No prestar atención a la capacidad de carga de un elevador puede ponerle en problemas

Conclusión: El capataz de la compañía de construcción notó aquella mañana que el elevador de tijera que iba a ser usado tenía un límite establecido de 500 libras, lo cual no soportaría el peso de los tres trabajadores, las herramientas a usarse, y la caja del masetero y sus contenidos. Le dijo a un trabajador que esperase al resto de la cuadrilla y que él conseguiría un elevador más grande. Cuando los otros dos trabajadores llegaron no estaban enterados de la situación y los tres entraron al elevador de tijera y lo extendieron al límite para tener acceso a la caja del masetero. Una vez que los trabajadores vaciaron parte de la tierra y piedras de la caja, trataron de retirarlo de la pared, creando un balanceo inestable que facilitó que el elevador se volteara una vez que el masetero se desprendió.

Apéguese a las cifras Las especificaciones técnicas tales como la capacidad de carga no son lineamientos generales, son reglas inamovibles a seguir que están diseñadas para mantener su seguridad y la de sus compañeros de cuadrilla. En este accidente, se excedía la capacidad de carga de 500 libras del elevador de tijera con el peso combinado de los tres trabajadores, los materiales que portaban y la caja del masetero en sí. Aunque el capataz reconoció el problema de la capacidad, la cadena de comunicación se rompió cuando no se notificó a la totalidad de la

Illustration by Don Lomax

El accidente: Tres trabajadores de construcción en un elevador de tijera estaban retirando la caja de un masetero de la pared exterior de un estacionamiento. Los trabajadores estaban paleando tierra y piedras en un contendor plástico de basura colocado en la plataforma del elevador tratando de aligerar el masetero antes de quitarlo. Cuando los trabajadores trataron de jalonear la caja de la pared, la caja golpeó el elevador, volteándolo. Uno de los trabajadores cayó al piso desde 20 pies (6 metros) de altura. Fue transportado por los servicios de emergencia a un hospital, donde falleció a causa de sus heridas. cuadrilla que se conseguiría un elevador más grande. Más aun, los trabajadores que usaban el elevador deberían haber sido capaces de calcular que el elevador era demasiado pequeño según su capacitación en trabajo de altura. Aquí un par de cosas a tener en mente cuando se trabaja en un elevador: El tamaño sí importa. Antes de iniciar un trabajo, tome nota de la capacidad del elevador y evalúe el peso combinado de todo lo que vaya en la plataforma, incluyendo trabajadores, materiales y herramientas. Si usted va a trabajar en algo que probablemente mueva de alguna manera la plataforma, asegúrese de que su elevador tiene extensiones desplegadas durante todo el trabajo. Recuerde su capacitación. Trabajar en altura presenta una gama distinta de peligros que los del trabajo en la superficie. Su empleador debe haberle provisto con una capacitación específica en este tema que usted debe completar antes de iniciar cualquier trabajo que requiera el uso de un elevador. Asegúrese de utilizar el sistema de protección de caídas adecuado, y familiarícese con el modelo específico de elevador que estará usando. Si se trata de una unidad alquilada, tómese el tiempo de revisar el manual – el mismo que están obligados a ofrecer con la máquina – y observe cualquier característica mecánica que sea específica al elevador que esté operando. Si usted siente que el elevador es demasiado pequeño o que resulta inapropiado para la tarea, alerte a su supervisor de inmediato.

La información para esta Alerta de Seguridad proviene de un reporte de accidente, del programa de Evaluación y Control de Víctimas Fatales del Departamento de Salud Pública y del Instituto Nacional de Seguridad y Salud Ocupacional. Tiene únicamente fines de información general.

Fecha de la charla de seguridad: Asistentes: 56 March 2015 | EquipmentWorld.com

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The Group

highway contractor | by Kerry Clines

Refined technologies are helping to keep asphalt pavements in the headlights

proved, since they aren’t exposed to high temperatures. Improvements are still in the works for this successful product. According to Dylla, other technologies are being explored to get the temperatures even lower than they are now.

pproximately 93 percent of the more than 2.6 million miles of paved roads and highways in the United States are surfaced with asphalt. Asphalt surfaces range from full-depth pavements to thin asphalt overlays, but all are quick and easy to build and maintain. These factors, coupled with refinements in asphalt technologies, have helped asphalt maintain its popularity in paving. Several asphalt mixes are also reflecting an emphasis on sustainability, including energy-saving warm-mix asphalt (WMA) technologies and recycled materials such as reclaimed asphalt pavement (RAP) and reclaimed asphalt shingles (RAS).

Warm-mix asphalt Dr. Heather Dylla, director of sustainable engineering at the National Asphalt Pavement Association (NAPA), points to several trends revealed in the association’s annual survey on the use of recycled materials and warm-mix asphalt. Since being introduced in the United States in 2004, the use of warm-mix asphalt has seen an explosive growth. According to the NAPA survey, warm-mix asphalt usage has increased by 533 percent since 2009. The technologies behind warm-mix asphalt improve the workability of the mix, leading to better performance of the asphalt mixture in the pavement. “In 2012, approximately 25 percent of the total asphalt tonnage was warm-mix asphalt,” Dylla says, 58 March 2015 | EquipmentWorld.com

Jason Nelson, a National Center for Asphalt Technologies engineer, takes a core sample from an asphalt pavement to check crack depth.

adding that, by the 2013 construction season, 30 percent of total tonnage is warm-mix asphalt. “We are pretty proud of how successful we’ve been at its deployment. The technology came from Europe, but Europe hasn’t been as aggressive in deploying warm-mix technologies as the United States has been.” When the asphalt doesn’t have to be heated to as high a temperature, less energy is used, which means fewer emissions. Low emissions are important for keeping things “green” on the construction site. Worker comfort is also greatly im-

Reclaimed asphalt pavement The asphalt paving industry is now recycling at a rate of more than 99 percent, says Dylla, pointing out that the NAPA survey shows only 100,000 tons of RAP made it to landfills. “A majority of RAP is being used in hot-mix and warm-mix asphalt, which means we not only get the value of the aggregate, but we get the value of the binder as well, and that’s a good thing,” she says. “That trend has been increasing, as only 64 million tons were used five years ago.” On average, departments of transportation (DOTs) use nearly 20 percent RAP in their mixes, which is almost double what it was five years ago when they only allowed approximately 10 percent. Some DOTs use as much as 30 percent now, and these percentages are expected to increase. Late last year, a group of 11 people made up NAPA representatives, asphalt contractors, state asphalt pavement association representatives, and four state DOT representatives made a trip to Japan to explore how Japan has been able to use 50, 60, and even 70 percent RAP in its asphalt mixes. Dr. Randy West. P.E., director at the National Center for Asphalt

Porous asphalt is a full-depth permeable pavement that has become popular in areas where water runoff is an issue.

Technology, was on the trip. “I don’t think we’re going to change the [U.S.] industry to make it the way they do things in Japan, but one of the things that is well rooted in Japan, and is only beginning here, is the use of rejuvenators.” A rejuvenator is an asphalt-like, low-viscosity binding material that interacts with the old binder in the RAP to restore its properties. When Japanese contractors use high-RAP contents in their asphalt mixes, they preheat the RAP then add the rejuvenators to the hot RAP to give the rejuvenator time to interact with the RAP binder before mixing with the virgin asphalt and aggregate. According to West, rejuvenators have only been used on an experimental scale in the United States. There are a number of companies selling rejuvenators and other materials coming into the market, but most are fairly new. NCAT and other research organizations are evaluating the different rejuvenators to see how well they work. If they prove successful with RAP, they could be used with reclaimed asphalt shingles as well.

An education session at NAPA’s annual convention in January covered the information gathered from the trip to Japan. Anyone who was unable to attend the convention will be able to find information about the trip in a publication that should be available this summer. NCAT is also working on a RAP project for the Virginia DOT at its test track in Alabama. The project involves doing a bit of stabilization to 100-percent RAP and using it as a base material.

A section of the NCAT test track is paved with asphalt containing 45 percent RAP.

“There are a number of different ways to stabilize it, but Virginia decided on foamed asphalt stabilization,” West says. “For the test track experiments, we ran the RAP through a small portable plant and add about 2 percent of the foamed asphalt along with approximately 1 percent of Portland cement. That material was then hauled to the paving site and placed cold, but paved with conventional paving equipment and rolled with regular rollers. The material behaves a lot like hot-mix asphalt in pavement response, and it is a pretty low-cost material where there is an excess supply of RAP. The test track section is proving that it is a very reliable option where there are excess quantities of RAP, which is common in large metropolitan areas. That’s a trend that is catching on in Virginia.”

Porous asphalt Porous asphalt is a type of permeable pavement, which is becoming more popular in areas where help is needed with water drainage. Though similar in appearance, porous asphalt EquipmentWorld.com | March 2015 59

highway contractor | continued “Porous asphalt is really growing,” Dylla says. For example, Commercial Street, a main artery in Provincetown, Massachusetts, was paved with porous asphalt. “The porous asphalt helped keep the beaches open during the entire tourist season, where before they would close because of stormwater contamination caused by runoff from the street.”

This illustration shows the different layers of porous asphalt pavement, which includes a water-collection basin as a part of its design. should not be confused with opengraded friction course (OGFC). OGFC is often used as a surface layer on highways to help mitigate hydroplaning and improve trac-

tion. Porous pavement, on the other hand, goes much deeper than that, literally. It is a full-depth pavement with a water-collection basin as a part of its design.

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Thin overlays for pavement preservation With shrinking DOT budgets and no long-term transportation funding bill in sight, more state and local governments are using pavement preservation techniques in an effort to simply maintain their roads. A number of techniques are being used, including simple crack sealing, chip seals, and micro-surfacing, but the one that seems to be trending the most is thin overlays, or Thinlays. Thinlays are a pavement rehabilitation technique where a thin layer of asphalt is placed on top of an existing pavement to extend its life and performance. In addition to pavement preservation, they are also used to fix roads considered unsafe or too noisy. They also help preserve a road in a way that allows for a better allocation of resources and budget, Dylla says. Texas, for example, has pioneered thin overlay mixes as thin as 1/2-inch thick. Perpetual pavement Since the majority of roadwork these days focuses on maintenance, there aren’t many new roads being built from the ground up. But when a new road is built, NAPA would like to see perpetual pavement designs being used. West admits, however, that while perpetual pavement is a good engineering approach, there’s not much opportunity to build new pavements. “A long-term highway bill might help to some degree,” he says,

“and there will always be the need for new capacity and new roadways, but we have a fairly mature highway system in the United States, so the majority of the work now is maintaining the roadways that we already have. We need to keep encouraging highway agencies to consider the long-term value of perpetual pavement design when those projects do come along to build a completely new pavement.” In perpetual pavement design, the foundation is built so that no damage occurs in lower layers, so only periodic maintenance of the top layer is required. The pavement structure remains intact, and only the top layer is milled and replaced with a Thinlay or other appropriate surfacing. This type of pavement has been designed so well that the surface can go 15 to 20 years between maintenance because there is no stress occurring from the base. “There are groups trying to promote perpetual pavement as a long-term solution,” Dylla says. “If we are unable to have the kind of budget necessary to maintain every road on a regular basis, we need to be building perpetual roads that don’t require frequent maintenance.”

In perpetual pavement design, the foundation is built so that no damage occurs in the lower layers, so only periodic maintenance of the very top layer is required.

For more information

More information about these asphalt paving technologies can be found online. Annual Asphalt Pavement Industry Survey on Recycled Materials and Warm-Mix Asphalt Usage: 2009-2013 – www.asphaltpavement.org/PDFs/ IS138/IS138-2013_RAP-RAS-WMA_ Survey_Final.pdf. An executive summary of the survey is available at www.asphaltpavement.org. Warm-Mix Asphalt: European Practice – www.warmmixasphalt.com/ submissions/68_20080223_FHWAPL-08-007.pdf. Reclaimed Asphalt Pavement in Asphalt Mixtures: State of the Practice – www.fhwa.dot.gov/publications/ research/infrastructure/pavements/11021/11021.pdf.

Thin Asphalt Overlays for Pavement Preservation – www.asphaltpavement.org/images/ stories/is-135.pdf. NCHRP Synthesis 464, Thin Asphalt Concrete Overlays – www.onlinepubs.trb.org/onlinepubs/ nchrp/nchrp_syn_464.pdf. Porous Asphalt Pavements for Stormwater Management – http://store.asphaltpavement.org/ index.php?productID=179. Perpetual Asphalt Pavements, A Synthesis – www.asphaltroads.org/assets/_control/content/files/Perpetual_Pavement_Synthesis.pdf.

MORE THAN 60 YEARS OF INNOVATION

www.powercurbers.com EquipmentWorld.com | March 2015 61

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

Jeremy Hiltz Jeremy Hiltz Excavating Ashland, New Hampshire

Dwaine Doss Doss Enterprises Jane Lew, West Virginia

Kevin and Shawn Guyer Guyer Brothers Construction New Enterprise, Pennsylvania

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

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

Vern Larman Larman Construction Garland, Texas

Brian Winot Northeast Site Contractors East Stroudsburg, Pennsylvania

Brad Phillips Phillips Companies Beavercreek, Ohio

Landon Floyd Precision Pipeline Cedar City, Utah

Doug Thomas Thomas Construction Grove City, Pennsylvania

James Tollestrup James Tollestrup Construction Lethbridge, Alberta

Brian Winkler Wm. Winkler Company Newman Lake, Washington

Sponsored by:

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

Staying determined after several setbacks, this Florida contractor is laser-focused on customer service

ou could say that as Don Facciobene climbed to a height of around 200 feet in the air just to change a light bulb, he had reached the lowest point in his career. After starting his construction company in 1987 in his hometown of Palm Bay, Florida, work began drying up in 1990. By 1993, Facciobene’s company had been decimated – only he, a secretary and one other employee reamined. He had just finsihed the building that houses his office and, at the time, an auto parts store that provided quite a bit of income through rent. When the auto parts store went under, Facciobene was forced to think outside the box for income. So when he got the opportunity to replace light bulbs at the top of water towers in and around Palm Bay for $275 a pop, he took it without hesitation. He took it even though he had never climbed a ladder that high before. He simply asked an electrician friend for a few tips and started climbing the first tower. “I was scared to death,”

Don Facciobene

Facciobene recalls. “Shaking, Palm Bay, Florida scared to death the whole way. But I was in a bind.” Don Facciobene Incorporated (DFI) If only climbing had been Year started: 1987 the only obstacle. As he Number of employees: 70 reached the top of the tower, Annual revenues: $10 million he was greeted by a giant nest Markets served: Vertical construction, of hornets. Most would have design-build, utility, timber bridge called it a day at that point and construction. made their way back down. Maybe some would have given it another shot equipped with a can of bug spray or a beekeeper’s Facciobene has always come back mask. Facciobene on the other strong, largely due to a relentless hand, not interested in making dedication to his work and a willthis trip any more times than was ingness to diversify his business in necessary, simply climbed through surprising ways. it, changed the bulb and climbed So, yeah. You could say that the down. water tower was the low point of Though he signed on to do 10, Facciobene’s career. But really, it Facciobene only did one more tow- was the ladder to higher ground. er himself before finding someone else who would do the remaining Getting skinny when you need to jobs for much less than the $275 he Facciobene is a second-generation was being paid for each one. “So, builder. His father moved the family I ended up subcontracting the rest to Palm Bay in 1962 when Facout and making money on it,” he ciobene was 3 years old. His father says with a smile. was interior contractor and when Since then, Don Facciobene the kids were old enough, FacIncorporated (DFI) has seen more ciobene, his brother and his sister ups and downs. But through it all, started working for the family busiEquipmentWorld.com | March 2015 63

contractor of the year | continued

A jobsite in Palm Bay full of Caterpillar equipment. It’s a far cry from where Facciobene began. He started the company with a Massey Ferguson 139 tractor with a box blade, a Class 6 dump truck and various pieces of concrete equipment. 64 March 2015 | EquipmentWorld.com

ness. In the late 1960s, his father opened up a paint and decorating store and supplemented the business by buying and remodeling homes and building new ones. Facciobene says he learned valuable lessons working in that paint store. “We never missed work, we never missed school, we never missed dinner and we never missed church,” he says about his childhood. “My father always joked that we had plenty of time to do other things as long as it was on Sunday afternoon, after church.” He graduated from the University of Florida with a degree in economics. While in school, he worked for various contractors, and after graduation he worked three jobs to save up enough money to go out on his own. When he started DFI in 1987, the company was a general contractor doing primarily concrete and masonry work. Being such, the first machines the company were a Massey Ferguson 139 with a box blade, a Class 6 dump truck and various concrete equipment. “Then I quickly realized I had nothing to load the dump truck with so I bought a Bobcat,” Facciobene says. “The biggest lesson I learned was don’t get a machine that you think will be too small,” he says. “My weapon of choice for an all-around machine was a rubber tire backhoe. Skid steers have been popular for me on the vertical side. And I don’t know how I ever survived without a full sized dump truck.” He spent the first 8 or 10 years without a mechanic, choosing instead to keep all the machines running himself with the help of his employees. “That was a huge challenge keeping all of that running. I was always a gear head, but when I had grown to four or five pickups that’s when I decided to hire a mechanic.” Though the company experienced a rough stretch in the early 90s, things got going again in 1994

when DFI began doing work for Keys to success “I think I’m able to do it by my an architectual firm. In 1996, the In addition to his conservative fione-on-one relationship with them. company won the bid to build nancial sense, Facciobene points to I know their families and friends. a 40,000-square-foot church and his company’s customer service as I know what makes them tick. I things caught fire after that. In 1999, the key to its success. know where they live, what they the company built four hotels and “I had the fortune to have to do,” he explains. “I work with around that time branched out into work in retail a little bit. In retail, them. When they have issues I help building timber bridges. it’s always about pleasing the cusresolve them. I go out of my way Ten years in, DFI dropped matomer. I was shocked by how most to do whatever I can do for them to sonry, at one time its core business. people in the construction business make them happy and make them The company now does primardon’t know anything about how to comfortable.” ily private work, concentrating on make their customers happy,” he A more recent challenge for Facvertical construction, design-build, says. “Many don’t understand how ciobene and contractors across the utility and the timber bridge connot showing up with the proper country has been finding qualified craft workers. “The average age of struction markets. It’s even doing crew or not following through our tradesmen is getting older and a bit of industrial maintenance. with what was requested frustrates Facciobene timber bridge work has older,” Facciobene says. “I do have people. Those industrial mainsome young guys that I’ve been in been a key generator of revenue tenance contracts? They keep us able to plug in and grow and I’m enfor the company. DFI builds these around because we know how to timber bridges all across the counact around high level people and in couraged by that.” While many firms formed partnerships with apprentry, primarily at parks, but also at highly-occupied places.” golf courses, retail stores like Bass ticeship programs and others have When asked what the most Pro Shops and even at nearby Walt challenging aspect of starting his started their own training programs, Disney World. company was, Facciobene says for Facciobene says he has begun scoutBy 2006, the company was him, it was learning how to maning for younger workers he feels bringing in $20 million in revenue age employees. Difficulty aside, he he could train up on the job. “I’m per year. Despite the success, it says his employees have always constantly recrutiing younger kids,” he says. “I scout particular types that wouldn’t be able to escape the long been a main focus for him and are independent, disciplined and reach of the economic downturn. In he’s always worked to keep them have good morals.” safe, busy, happy and motivated. 2011, annual revenue had dropped to $5 million. Facciobene credits his focus on keeping a small debt-toequity ratio and the timber bridge business for help in working out of the downturn and back to $10 million per year. “As has been evidenced in the last six years, you never know what tomorrow will bring,” he says. “We’ve always had the The company’s trucks are adorned with a “Team Facciobene” badge. More than a rhyme, ability to get it reflects the work Facciobene says he puts into the company’s culture. “I go out of my skinny when we way to do whatever I can do for (the employees) to make them happy and make them need to.” comfortable,” he says. EquipmentWorld.com | March 2015 65

technology | by Tom Jackson | TomJackson@randallreilly.com

The programmable wheel loader

For aggressive work digging and loading trucks in a V-pattern, you can run in the hystat mode.

Hydraulics and advanced software programming can change Cat’s 938K from a pile punching machine to fingertip finesse – and back again – with just a few taps on a screen

ave you ever operated a wheel loader that was perfect in some applications, but less than ideal in others? Imagine if you could simply program the machine to operate one way in the morning, then just tap out a few choices on the in-cab monitor and have it react with a completely different feel that afternoon. That was the goal behind the development of the Caterpillar 938K wheel loader. Scott Britton, product application specialist, likes to refer to this capability as changing the “personality” of the machine.

Choose how it feels When the K series 938 wheel loaders were introduced in 2012 the loader drivetrain operated with a feel between a traditional hydrostatic drive and a powershift transmission. CAT engineers continued to work to make the loader even more refined based on customer feedback. In early 2014 they offered an in-cab programmable choice between a hystat operating mode or a mode that gave the machine the same feel and response as a torque converter model. Even though the machine is hydrostatic, meaning there was no

torque converter mediating power between the engine and the driveline, the default mode was “torque converter” because that’s the “feeling” most wheel loader operators are familiar with. In the torque converter mode, the software in the loader’s computer instructs the hydraulic system to operate like a torque converter model, with rolling stops and power to the ground coming on and off with a smoother transition. But hystat loaders are known for their aggressive digging and direction changes with dynamic braking capable of holding the machine on EquipmentWorld.com | March 2015 67

technology | continued a hill by simply taking your foot off the accelerator. “It’s good for a lot of repetitive cycles, truck loading in a V-pattern,” Britton says. To get the 938K to act like a hystat you simply change your choice on the in-cab monitor. Changes can even be made on the fly, with the loader in motion. A few “rules” about usage:

or when operating with studded tires or chains. A software update for the 938K, which debuted this fall, added 1.) Make every effort to have white letters. If logo is on white background, use the light the ability to orange version. In most cases, the logo should always be aligned bottom left. Ice 2.) mode for snow removal change the 3.) Please don’t delete the blue sphere. questions, please contact Tony Brock,. ForAny next evolution Caterpillar’s soft- implement ware developers added to the 938K response rate EW Logo white w/color stroke wheel loaders computer system was limits. These an “ice” mode for snow plowing include the bucket lift applications. “This allows you to When a careful touch is needed, simply set the machine to the torque converter mode and adjust your implement response get off the throttle and not have response rate. rate and the that heavy, dynamic braking effect bucket tilt rein low traction situations,” Britton you adjust the implement response sponse rate. If you want the bucket says. It lengthens and modulates EW Logo with drop shadow rate to standard, medium or fast,” to lift or tilt slowly or lift and tilt directional shifts, allowing the maBritton says. “You can put that feel aggressively you use the monitors chine to roll through slow downs scroll keys and adjust the choice on right back in the operator’s hands and pick up speed a little smoother where it needs to be for different when there is ice underfoot. Britton the screen. “If you need absolutely finite con- types of applications.” adds that this mode is only for ice, In digging, loading or grading or near-zero traction conditions and trol of that implement valve, where you really need it to be spot on, applications, you can tune it to be not for slippery muddy conditions EW Logo NO drop shadow

www.EquipmentWorld.com EW Logo color (0c, 30m, 100y, ok)

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Pile engagement Another addition to the modes built into the latest software will give the machine a torque converter feel relative to pile engagement, Britton says. “Torque converter machines have a natural feel when you stick the bucket in the pile--it will roll itself back. We have programmed that feel into our hydrostatic transmission and get To prevent loss of traction when plowing snow improved pile engageyou can set the 938K in ice mode. ment when operating in TC mode.” Caterpillar originally launched the aggressive. If you’re picking and 938K hydrostats with a computer placing construction materials, system that required a dealer techpallets or unstable loads like scrap nician to come out and reprogram cars with a forklift attachment, dial the various modes and options for it back to a low response rate or you. As of late last year, however, use the fine mode adjustment that they have configured the system to allows for finer modulation of the be operator programmed through joystick as well s the output to the the in-cab monitor. And all these lift arms.

changes are backward compatible with the first 938K. What makes the programmable hydraulic response and hystat drive in the 938K revolutionary is that all these changes are made with software flashes. “There have been no physical, mechanical changes to the pump structure or the hydrostatic system itself,” Britton says. These changes are made in software rather than steel, which opens up a wide range of opportunities. All these new features are customer driven, the idea for the ice mode came from customers pushing snow in the winter but running landscape or construction crews in the summer, Britton says. Rather than have customers buy one wheel loader for snow plowing and another wheel loader for pile work and dirt moving, programmable software enables customers do to both with one machine and no compromises or tradeoffs in performance on any application.

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Name __________________________________________________________________________ Company _______________________________________________________________________ Address ________________________________________________________________________ City/State/ZIP ___________________________________________________________________ Phone _______________________________________ Fax _______________________________ E-Mail __________________________________________________________________________ Quantity: ___________________________ Total Enclosed $_____________________________ Add sales tax for the following states: NC 6.5%, PA 6%, WI 5%, AL 4%, GA 7%, TX 6.25% Order by Invoice: Purchase Order #_________________________________________________________________ Order by Credit Card: ❑ Visa ❑ MasterCard ❑ American Express Name on card _____________________________________________________________________ Account number______________________________ Expiration Date_____________________ Signature_____________________________________ SSC Code _________________________

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pro pickup | by Bruce W. Smith

2015 Ram 1500 Road Test

WHITE KNIGHT:

THE ECO-NOMICAL WORK TRUCK

2WD Regular Cab Ram 1500 V-6 turbo-diesel a fuelmiserly, powerful, comfortable bare-bones fleet truck

all it plain vanilla. Call it a stripper. Call it bare-bones. It’s all of those. One thing the 2015 Ram 1500 Regular Cab EcoDiesel isn’t, though, is wimpy. The truck I recently spent a few days driving the city streets, interstates and mountain roads around Phoenix, Arizona and Laughlin, Nevada is the epitome of bland. But get beyond the two-door’s vinyl floor mats, hand-crank win-

dows, manual seats and manual door locks, and you quickly realize it’s also the epitome of a true work truck: Functional. Powerful. Economical. Comfortable. Powered by the 3.0L EcoDiesel, this Ram sips fuel like a camel trekking over the Sahara. During a joint test with the folks at Car.Com, we saw 29.2 mpg on a 110-mile highway-driving loop that included a 20-mile section of twisting mountain roads. The truck also bested the EPA’s 20

mpg city driving numbers with better than 22 mpg navigating through moderate traffic. I also slapped a 4,500-pound trailer on the hitch ball to see how the little V-6 diesel, developing 420 foot-pounds and 240 horsepower, backed by the 8-speed automatic, does in the trailering department. Taking the same 110-mile route the Ram delivered 17 mpg, which is exceptional fuel economy for a work truck. The diesel V-6, which is a $4,000 EquipmentWorld.com | March 2015 71

pro pickup | continued option, is strong right off-throttle up to about 4,000 rpm, at which point the 8-speed quickly snicks up another gear to continue the power surge.

On top of the power, I found the steering nimble, the brakes strong. And the visibility is excellent. As for ride, the base model Ram

The tradesman interior is all work truck from vinyl floor mat to vinyl split-bench seat. The center console is big and deep and the seats are comfortable. The windows and locks are manual.

1500 Tradesman 2WD ($25,195) is surprisingly comfortable. One would expect a regular cab with a payload capacity pushing 1,500-pound to be harsh and the seating cramped. It’s neither. The truck takes the bumps, dips and irregularities in the road with aplomb, and the vinyl 60/40- splitbench seat is both comfortable and adjustable enough to make even taller drivers and passengers be at ease. There’s a spacious center console with 12-volt and USB connectivity to power electronics, and the Tradesman has a plastic base storage area behind the seats for smaller items such as heavy jackets, work boots, a briefcase and more. Having the optional UConnect system, with upgraded audio, Bluetooth and touch screen, modernizes the bare interior while making hands-free phone and other connectivity operations avail-

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A LANDOLL® Company

2015 | EquipmentWorld.com 72 March Land-146B.indd 1 Untitled-3 1

1/13/14 8:27 AM 2/21/14 10:45 AM

able for the rolling office. One of the only nits I could find to pick with the Tradesman is the stock 17-inch tires. They are fine if the truck is going to be used strictly as a parts getter. But their narrow width and street tread don’t afford much in the way of

off-pavement driving or navigating slicker road surfaces. That can become an issue with the diesel; there’s so much low-end torque it’s easy to find the rear tires protesting as they grab for traction if one gets a little sporty in their driving. I’d also upgrade if I were

going to be doing a lot of towing or hauling loads. Ram’s base-model 1500 Tradesman is a true work truck. But it’s also fun to drive with the EcoDiesel, be it empty, the bed loaded, or with a trailer in-tow. The best part? You don’t make many fuel stops.

Basic Specifications

Ram’s optional Uconnect system adds the features most useful to those who drive and work from their truck with phone, sound and other controls on steering wheel. Tradesman’s steering is light, giving the truck a very nimble feel.

Model:

2015 Ram 1500 Tradesman Regular Cab 2WD

Base Price:

$25,195

Price As Tested:

$32,020

Major options:

EcoDiesel ($4,000); 8 spd automatic ($500); Uconnect ($660)

Engine:

240hp 3.0L V-6 EcoDiesel

Transmission:

8 spd TorqueFlite automatic

Axle Ratio:

3.55:1

Fuel Economy (EPA):

20 city/23 combined/28 hwy

Fuel Economy observed: 22 city/29.2 hwy/17 towing Maximum Towing Capacity (hitch ball):

5,000 lbs.

Maximum Towing Capacity (Weight-ditrubuting):

8,240 lbs.

EquipmentWorld.com | March 2015 73

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JLG Industries, Inc.

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Trinity Highway Products

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John Deere Construction Equipment

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Vanair Manufacturing, Inc.

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John Deere Power Systems

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Volvo Trucks North America

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Kohler Engines

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Whayne Supply Co.

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Komatsu America

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Wirtgen America, Inc.

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Landoll Trailers

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9/25/12 10:33 AM

final word | by Kirk Landers

Dancing with the pols

hen President Obama introduced his federal budget proposal in early February, construction industry leaders expressed guarded optimism about his transportation infrastructure plan. It met several criteria infrastructure professionals have advocated for the past decade, including a six-year duration and substantial increases in funding levels. Just as important, the reaction to his revenue-raising proposals from Republican Congressional leaders was, pardon the double negative, not negative. In our Parliament of the Absurd, one party’s “not negative” reaction to the other’s proposal is the national equivalent of world peace. Obama’s revenue plan calls for no increase in the fuel tax and a one-time tax levy on U.S. corporations’ foreign profits. Industry sources report that the Republican leadership is mulling a range of funding solutions, including a “repatriation tax” such as the President’s proposal. This may be the most promising sign yet that the country’s roads and bridges and other infrastructure will finally get the investment needed to keep them efficient. If the warring parties somehow come together and pass a six-year transportation bill that secures increased federal funding for roads and bridges and other infrastructure, we should celebrate it for the miracle it is. However, if it’s based on a one-time revenue source, as the President is proposing, our celebration should be muted by the realization that this is not a long-term solution. This reality constrained the enthusiasm of construction industry leaders as they com-

78 March 2015 | EquipmentWorld.com

mented on the President’s proposal. Peter Ruane, CEO of the American Road and Transportation Builders Association, praised the aggressiveness of the funding proposal but also called for the president and Congress to find “a permanent funding solution” for the nation’s transportation networks. Bud Wright, executive director of the American Association of State Highway and Transportation Officials, praised the president’s proposal as “setting the stage for a serious discussion about the next surface transportation bill,” and, like Ruane, specified the need to find “a long-term, sustainable source of funding.” Presumably, Ruane and Wright and other leaders are politely pointing out that President Obama’s proposal does not include a long-term funding solution. The best long-term funding solution would be the first increase in the federal fuel tax since the Bill Clinton administration. You wouldn’t think a nickel-dime decision like that would make the brave leaders of the world’s most self-celebrated democracy wet their pants, but it does. What’s most ironic about our refusal to raise the fuel tax is that the states are doing it anyway, it’s just a more patchwork procedure that creates border wars for retail fuel sales. The non-partisan Institute on Taxation and Economic Policy reports that six states raised fuel taxes in 2013, two more in 2014, and a dozen are “seriously considering gas tax increases in 2015.” Why do states use fuel taxes to replace lost federal revenue for roads? Because the fuel tax is a user fee, the fairest, most logical way to pay for roads and bridges. You wouldn’t think such a concept would frighten national leaders, but it does.

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