equipmentworld.com | March 2016
速
2.0 HIGHWAYS
THE FUTURE OF TRANSPORTATION INFRASTRUCTURE
22
P.
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 Š 2016 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
TM
To learn more about how Freightliner Trucks are working hard for Tex-Mix, visit FreightlinerTrucks.com/Tex-Mix.
INTRODUCING THE NEW
700K SMARTGRADE ™ DOZER B U I LT TO M A K E YO U LO O K L I K E A
genius
NO EXTERNAL MASTS OR C ABLES
AUTO SMARTGR ADE
C A L I B R AT I O N W I Z A R D
SIMPLIFIED SERVICE ABILITY
WORK SMARTER. NOT HARDER. With fully integrated Topcon® grade control and no external masts or cables, its design is already pretty brainy. But what really gives our new SmartGrade dozer an “A” in grade control is simplicity. Set-up is quick and easy. Operation is a breeze. And serviceability is amazingly simple. SmartGrade does the thinking. The job gets done more effciently. And your business performance improves. Genius indeed. CHOOSE YOUR DEAL ON NEW 700K SMARTGRADE DOZERS
0% APR* 48 MONTHS
OR
$7,500** PARTS AND SERVICE CREDIT
* Offer begins March 1, 2016 ends June 30, 2016. Subject to credit approval through John Deere Financial installment plan. Some restrictions apply. At participating dealers. Other fnance offers available. See dealer for complete details. For commercial use only. Offer valid only on the purchase of new John Deere 700K SmartGrade Dozers from March 1, 2016 through June 30, 2016. ** Offer begins March 1, 2016 and ends October 31, 2016. In lieu of fnancing, receive a $7,500 credit for use on parts and/or service from your authorized John Deere Construction & Forestry dealer. Offer subject to availability and may be discontinued or modifed. Taxes, set-up, delivery, freight and preparation charges not included. See dealer for complete details. Offer valid only on purchase of new John Deere 700K SmartGrade Dozers from March 1, 2016 through October 31, 2016. Dealer may sell for less. Dollar amounts referenced are in currency of country of residence.
JohnDeere.com/SmartGrade
Cover Story
Vol. 28 Number 3 |
table of contents | March 2016
HIGHWAYS 2.0 22 SPECIAL REPORT:
P.
What’s happening today will forever change how we build tomorrow’s roads. As gridlock reigns, a paradigm shift is occurring, changing the way we view our highway system: • Smart cars: Automation takes over the road p. 24 • Connectivity shapes attitudes toward transportation choices p. 30 • Urban planning puts transportation first p. 34 • Funding: States take on the funding challenge p. 38 • Global highways: Moving toward an era of megaprojects p. 40 • What this means to contractors p. 42
Equipment 14
Marketplace
World of Concrete roundup: John Deere 700K SmartGrade dozer, Hilti concrete saws with no manual choke, Doosan DL220-5 transmission enhancements, Genie telehandlers, Kubota SVL95–2 high-flow hydraulic system, GOMACO GP3 slipform paver, Skyjack TH series telehandlers and more.
44 Machine Matters:
63 Maintenance 66 Road Science
Backhoes The most important factors affecting backhoe performance, including productivity, operator environment and serviceability.
The coming PC-11 New PC-11 engine oil promises better fuel economy and longer change intervals.
Winning the bonus: Pavers Asphalt pavers are the third element in the quest for smooth, bonus-winning pavements, with electronics and best-practice principles incorporated into their design.
EquipmentWorld.com | March 2016 5
table of contents | continued
Features 53 Telematics 101
The third in our beginner’s guide series on telematics offers guidance on analyzing idle time, driver monitoring and diagnostic codes.
Quarterly 57 Technology 5D Robotics and United Rentals team up for autonomous heavy equipment and Topcon’s new 3D-MC Max GPS/GNSS blade control.
79 Contractor of the Year Finalist Joseph Delgado TCW Construction Lincoln, Nebraska
®
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Watch 83 Safety Ignoring a manufacturer’s service letter and lax inspection leads to equipment fire, operator’s death.
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11 Reporter A preview of some of the products scheduled to be unveiled at the bauma trade show next month in Munich.
Trucks 87 Heavy International Class 8, HX series of vocational trucks; Mack expands telematics with GuardDog services support.
98 Final Word
The art of listening.
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6 March 2016 | EquipmentWorld.com
Jesse H. Neal Award, Best Subject-Related Series of Articles, 2006 American Business Media Editorial Excellence Special Section Gold Award, 2006 Midwest-South Region, American Society of Business Publication Editors Editorial Excellence News Analysis Gold Award, 2006 Midwest-South Region, American Society of Business Publication Editors Editorial Excellence News Section Silver Award, 2005 Midwest-South Region, American Society of Business Publication Editors Robert F. Boger Award for Feature Articles, 2005 Construction Writers Association Robert F. Boger Award, 2002 Sept. 11th Feature Articles
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on record | by Marcia Gruver Doyle
MGruver@randallreilly.com
A future beyond FAST
W
hen President Obama signed the Fixing America’s Surface Transportation (FAST) act into law in December, the highway industry did more than a little back slapping. After so many years of being a legislative afterthought, highways finally received 5-year funding. And contractors have responded to the good news: Some paver manufacturers are now reporting that every machine going out their roll-up doors has a “sold” sign on it. But, the victory dance should not go into confetti-filled disco-ball mode. FAST funding gets us down the road, but not very far. And it did nothing – nothing – to raise the gas tax, a funding mechanism this industry has relied on in some form since 1932. Get used to it, say Equipment World editors Tom Jackson and Chris Hill in our cover story, Highways 2.0. Writing the main story, Jackson says the gas tax as a main-source funding mechanism for U.S. highways is dead. There are too many pressures – including wide-spread, anti-tax-of-any-kind sentiment – for “raise the gas tax” to continue to be the universal industry rallying cry. But, that’s just a small part of what could be ahead. As we’ve reported over the past year, technology will not only drive how we think of roads and bridges, but how we build them. This is especially true in urban areas that are choked with traffic. While those working in rural regions will not likely see the full impact of what we’re positing here, the machines they buy in the future will likely be influenced by the needs of the critical urban markets. We may see manufactur-
ers offering fully-tricked out “urban” or “city” machines, which in addition to concrete or asphalt, are capable of installing sensors and other technology. The more basic models in a manufacturer’s lineup will be designed for less-urban areas, perhaps mirroring the premium/value offerings that have emerged in the past few years. In February, I took my first Uber ride while in Las Vegas. I’ve since taken three more rides in two different cities. The differences between taking an Uber and a taxi are profound, and if given a choice, I will never choose a taxi over Uber again. I experienced fast responses, clean cars and professional drivers. I bring up Uber because this technologybased company solved several problems at once: long waits for taxis, dubiously clean cars, vehicles that hadn’t had a PM check in several years and drivers with only the rudiments of English. (In fact, one of my Uber drivers was from Romania and we had a great conversation.) Uber is one of the on-the-cusp technologies that is changing how we consume, if you will, our roads. With the rise of autonomous cars, perhaps Uber won’t need drivers at all (although I would miss talking to them). Along with autonomous cars come crash avoidance systems and possibly the ability to determine optimum traffic flows; changes that may mean significant transformations in what types of roads we build and the materials with which we build them. We feel that instead of the Chinese-curse variety, these “interesting times” are rife with opportunity for contractors…as long as they’re willing to do a little bob and weave.
EquipmentWorld.com | March 2016 9
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reporter | by Chris Hill | ChrisHill@randallreilly.com
Manufacturers offer sneak peek of what will be on display at massive bauma show
M
anufacturers are gearing up for bauma, the big behemoth of construction equipment trade shows that takes place April 11-17, in Munich. The every-three-year event will have more than 6.5 million square feet of exhibits. In January, exhibitors gave the construction press a preview of coming attractions: Volvo Construction Equipment Celebrating the 50th anniversary of inventing the articulated truck, Volvo will introduce the A60H, which at 60 tons, will be the largest articulated hauler in the world. Compared to the company’s A40 series, the A60H will have a 40 percent increase in payload, and features MATRIS, CareTrack and the On Board Weighing System (intelligent monitoring system). Also on tap at the Volvo booth: Three new compact excavators, the ECR35D, EC35D, and ECR40D, fill out Volvo’s 3- and 4-ton class, and feature an ECO mode and auto engine shutdown. The company will also display its new EW60E wheeled excavator that features operator comfort improvements, such as 10 percent more cab space than previous models and an air conditioner that is 10 percent more efficient, with six adjustable vents. The L45H and L50H wheel loaders being premiered feature a long wheel-base and lower center of gravity, and include Volvo’s intelligent load-sensing hydraulic system that reduces both cycle times and fuel consumption.
Volvo issued this teaser photo of the A60H, which - at 60 tons - will be the world’s largest articulated hauler.
Liebherr Liebherr will add the 110-ton LR 1100 crawler crane, with a quick set-up configuration, to its mobile crane lineup. Catwalks adjacent to the cabin and service areas fold down for transport, rather than requiring take down. The boom foot and crawlers also stay intact during transport. The boom foot manipulator is unique to
(continued on page 12) EquipmentWorld.com | March 2016 11
reporter | by Equipment World staff (continued from page 11) this machine. Using a series of counterweight cylinders and ropes, it eliminates the need to erect the A-frame, which makes transport faster and easier (especially when transporting under bridges and overpasses). Also on display will be Liebherr’s new 220-ton R 9200 excavator (shown on previous page), with its biggestin-class 16.3-cubic-yard bucket. It is designed to match mining trucks with payloads up to 154 tons.
Wirtgen The company’s new W 120 Ri small milling machine is the first mobile, rear-loading machine of its type on wheels. It has features similar to the W 35 Ri launched last year, and has a milling width of 3.9 feet. The new W 150 CFi compact milling machine is a front-loading machine, and has a working width of up to 4.9 feet and a milling depth of up to a foot. Wirtgen’s slipform SP 64i paver, when added to the SP 61i and SP 62i, will replace the company’s SP 500 paver. When equipped with the four optional hydraulic swivel arms, the machine can switch from transport to
working mode faster than the SP 500. Adding the Paving Plus package allows the swivel arms to circumnavigate obstacles while paving. It can pave from 19.7 feet to 24.6 feet wide (with electric vibrators), and up to a foot thick in the standard version. The new self-propelled TCM 180i curing unit (for concrete paving) has a working width of between 13.1 feet and 59 feet, and can be customized with a longitudinal broom and spraying, as well as with a diagonal finish.
Komatsu Komatsu’s new PC138US-11 short tail swing hydraulic excavator has an operating weight range from 29,541 pounds to 31,894 pounds. It features a 93.5-horsepower Komatsu SAA4D95LE engine, and can be fitted 12 March 2016 | EquipmentWorld.com
with the company’s optional KOMVISION, which can display a 360-degree bird’s eye view of the excavator on its standard 7-inch LCD widescreen monitor.
Hyundai Hyundai is launching four new excavators, including two compact radius crawler models, the HX235LCR and HX145LCR, and two wheeled models, the HW140 and HW210. All models include an 8-inch touchscreen monitor, debuted on the HX series last year, as well as the Advance Around View Monitoring 360-degree virtual operating view and Intelligent Moving Object Detection system (that senses objects within working distance). Other features include an ECO Gauge, which can help reduce fuel consumption from 6 to 12 percent compared to the 9A series. The machines have 10 breaker and crusher settings. The HX models offer increased cycle time, allowing them to load trucks up to 5 percent faster than previous models. Atlas Copco Atlas Copco’s Dynapac CA1400 soil compactor offers a compaction width of 66 inches and a static linear load of 112 pounds per linear inch, so it can compact sand and gravel down to 20 inches. The PD version can compact silt and clay at a depth of 18 inches. It also offers two amplitudes; high (0.067-inch) and low (0.032-inch). The Dynapac SD1800 (from the company’s Citypaver class) can lay 350 tons of asphalt per hour, and has a paving width range from 2.3 to 15.4 feet. The design is optimized for city road construction and repair jobs, and the machine measures 16.4 feet long and 5.9 feet wide.
Visit us at Bauma 2016 Experience technology up close, exceptional innovations and beyond impressive dimensions. “Be Part of Something Bigger” and experience Liebherr at Bauma. April 11 to 17 – Outdoor area, Booth 809-813 Liebherr Components in Hall A4, Booth 213 Find out more at www.liebherr-bauma.com
marketplace | by Equipment World staff
700K SmartGrade dozer eliminates blademounted masts
A look what appeared on the show floor at this year's World of Concrete:
R’S O T I ED CK PI
John Deere’s 700K SmartGrade dozer combines Topcon’s 3D-MC Max automated grade control with a host of refinements that Deere has added to the dozer and blade technology. The Topcon system eliminates the blade-mounted mast on the top edge of the blade and instead uses two inertial measurement units, or IMUs. The dual IMUs process machine and blade position information 10 times faster than conventional GPS/GNSS, enabling operators in many cases to use the dozer to finish grade without the need for a grader. Eliminating the masts also means eliminating the chore of installing and removing them; it also takes away just one more thing that could break or get damaged on the machine. The IMU sensors are well guarded:
one is positioned behind the blade and the other is on the track frame, rather than being located on the cylinders. Deere’s SmartGrade technology allows the operator to tailor the machine’s reaction to changing applications and soil conditions. The operator can make adjustments using the in-cab monitor, selecting the type of activity they are about to perform: cutting, grading or spreading. This, in turn, tells the machine how to respond. If the machine’s load sensing function detects a heavy load, it will elevate the blade enough to keep the tracks from slipping or the engine from lugging down. In addition to the 700K, Deere says it will implement the SmartGrade system on its 750- and 850-size dozers this summer.
Bobcat S595 offers oomph in smaller package Bobcat’s S595, with its 74-horsepower engine and smaller dimensions, is designed for contractors looking for more performance in a smaller package. Yet the vertical-lift-path loader still has a 2,200-pound rated operating capacity, the highest of the company’s 500-series loaders. Operators can choose between low and high travel speeds, with a top speed of 11 mph. A standard suspension seat offers additional comfort at higher travel speeds. At 66 inches wide, the S595 is 6 inches narrower than the Bobcat S630 and weighs 1,300 pounds less.
14 March 2016 | EquipmentWorld.com
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marketplace | continued Manual choke eliminated on Hilti concrete saws Hilti has eliminated the manual choke on its DSH 700-H and DSH 900-X hand-held concrete saws, using what it calls Easy Start technology. Easy Start automatically sets the proper amount of choke and eliminates the adjustment process. You just flip the switch to “on,” pull the starter rope and get to work. Since the starter rope is often the first item to need replacement on concrete saws, the saws have a rope housing mechanism that is easy to remove, rewind and install. The saws also feature Hilti’s cyclone air filtration system, which uses centrifugal force to blow concrete dust and debris away from the engine air intake, sending the cleanest air to the engine and thus increasing filter life and performance.
Genie adds 74-horsepower option on GTH-844 telehandler
Genie has added an under-75-horsepower Tier 4 Final engine option to its popular GTH-844 rough terrain telehandler, using a high-torque version of the Deutz 3.6-liter turbocharged engine. Genie says the engine option offers similar torque as a higher horsepower engine, but with reduced maintenance needs, and no requirement for either regeneration or diesel exhaust fluid. By optimizing the drivetrain and using the 74-horsepower Deutz, the GTH-844 has become less complex and can be offered at a lower price, Genie says. Two-gear-ratio Dana axles are now standard. Also standard are a Quick Attach system, low-profile tires, fenders and a lift shackle at the boom tip. A rigging tray at the front of the frame keeps chains and other rigging materials from scratching the machine.
Montabert releases next generation breaker Designed for backhoes and excavators weighing between 17,647 and 39,683 pounds, the 2,000-foot-pound impact energy class Montabert 501 NG replaces the company’s 700 breaker. The model is 75 percent more powerful than its predecessor, even while weighing 30 percent less. Operators can conduct routine maintenance with standard tools, including replacement of the all-important bushing.
16 March 2016 | EquipmentWorld.com
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marketplace | continued Kubota SVL95–2 high-flow hydraulic system has five presets Kubota’s SVL95-2 compact track loader uses a 96-horsepower engine to power its new high-flow hydraulic system. The system has five presets that allow operators to adjust flow rates with a button push. The flow rates can be adjusted from 5 to 40 gpm, a 19-percent improvement over previous Kubota CTLs. These adjustments can be made at line pressures of 3,553 psi. Up to three hydraulic circuits can be used in parallel with no performance decrease. Bucket breakout force on the 3,200-rated-operating-capacity model is 7,961 pounds, and the machine has a vertical lift of 40.7 inches. With a 28.8-gallon fuel tank, the unit can work an eight to 10-hour day without refueling; the 5-gallon DEF tank needs refilling every four to five days.
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Watch the Viper’s Proven Performance in Action at Youtube.com/VanairManufacturing >> 18 March 2016 | EquipmentWorld.com
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Doosan DL220-5 has three selectable transmission modes Doosan’s new DL220-5 3-cubic-yard wheel loader, driven by a powershift transmission, has three selectable transmission modes. A vehicle control unit on the fully automatic transmission makes sure the engine computer and transmission control systems are in constant communication with each other, leading to reduced fuel consumption. Replacing the dash-3 model, the DL220-5 has a 160-horsepower Doosan DL 06 diesel engine that does not require a diesel particulate filter. An optional high-lift Z-bar configuration extends the dump height 18 inches above that of the standard machine. Cab updates include an adjustable steering column, a new fuel consumption gauge that indicates how much fuel the loader is using in real time, and easily cleanable keypads. A forward-neutralreverse joystick control/gear selector is still standard, allowing operators to press joystick buttons to switch between forward, neutral and reverse without removing their hands from the controls.
EquipmentWorld.com | March 2016 19
marketplace | continued GOMACO GP3 slipform paver debuts series of technology features GOMACO’s new GP3 slipform paver features a series of technologies, including the G+ digital control system, which adjusts the machine to multiple width changes. The GP3’s Smart Frame Widening system uses a roller frame that hydraulically telescopes up to 7 feet on each side to allow for automatic widening of up to 14 feet. The frame dual telescopes via double parallel, hydraulically telescoping frame members in the front and rear mainframe. The Smart Leg Positioning system has hydraulic rotational drives on the pivot arms of each leg. Smart Pivots on the legs send data on the angle of rotation, and work with the track rotation sensors to maintain the tracks in the straight-head steering line. Smart Track Rotation also gives track location and position to the machine’s control system.
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20 March 2016 | EquipmentWorld.com
Skyjack TH series telehandlers range from 43 to 56 feet of reach
POWER
Linamar’s Skyjack division debuted its “clean sheet design” four-model TH series telehandler lineup at World of Concrete, emphasizing simplicity that still packs a performance punch. All four models use 74-horsepower engines, and yet two of the models deliver 50 percent-andabove potential grade ability with no increase in hydraulic function times. The models range from the 6,000-pound, 43-foot-reach SJ 643 TH to the SJ 1056 TH, a 10,000-pound machine with 56 feet of reach. Compared with previous models, the TH range offers simpler rear axle stabilization, hydraulics systems, outriggers, controls, engine servicing and electronics. Using a common manufacturer strategy of keeping engine horsepower below 75 horsepower — the level at which additional emissions reduction requirements kick in —Skyjack avoided the addition of a diesel particulate filter, and the use of diesel exhaust fluid and other exhaust after treatment components.
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 2016 21
Highways 2.0
2.0 HIGHWAYS
What’s happening today will forever change how we build roads tomorrow by Tom Jackson and Chris Hill
22 March 2016 | EquipmentWorld.com
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The problem: The Greatest Generation gave way to the Gridlock Generation. In 1956, the Eisenhower Interstate System supercharged our economy and provided good, middle class jobs to millions of Americans for more than 40 years. It changed the face and character of America. What followed was stasis, neglect and continuing resolutions.
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n 2016, highway congestion, the time life is coming to an end. In its place, will be we spend stuck in traffic, hit record a transportation system that makes extensive levels. In our major cities, the transuse of light rail, public transit, autonomous portation infrastructure has reached cars, electric and hybrid vehicles, and bicycle peak dysfunction. and pedestrian zones. But, it’s not going to stay this way. Big Urban planning will assume a central role changes are coming, and if you build roads in transportation planning, rather than being or bridges, your future is going to look draan afterthought (as it currently is). matically different. Our editors spent the last New funding strategies will emerge to reyear digging deep into what the best Ameri- place the federal gas tax. States will serve as can thinkers and innovators envision for our laboratories for funding innovation. transportation infrastructure. The insights New materials, machines, and technolare intriguing: ogy will enable more durable, cost-efficient Forget about volume. If you based your highway construction. past business A new, transon how many national system Explore Highways 2.0 lane miles you of superhighways p24 Rise of the smart car paved or how will connect conAvoiding the collision course...p. 26 many tons tinents, boosting Coming now: Autonomous trucks...p. 28 of asphalt or trade and truckconcrete you p30 Connectivity shapes attitudes toward transportation ing to unprecplaced, it’s time edented levels. Connected vehicles...p. 32 to throw out In the articles Sensory bridges...p. 32 those formulas. to follow, we inThe car – troduce the new p34 Urban planning puts transportation first the privately paradigm, HighMissouri’s Road to Tomorrow...p. 36 owned, interways 2.0, to give p38 Funding: States take on the funding challenge you a first look at nal-combustion vehicle – has the ideas, trends, p40 Global Highways: been with us and technology Moving toward an era of megaprojects for a century. that will transp42 What does Highways 2.0 mean for contractors? form these conBut, that chapter in American cepts into reality. Check out equipmentworld.com for additional Highways 2.0 content, including tools, technology and materials. EquipmentWorld.com | March 2016 23
Highways 2.0 (continued)
SMARTCARS
}
Automation takes over the roads
}
“Cars are giant, inefficient, people-and-planet-killing death machines.”
T
hat’s a quote from the San Francisco news bureau chief of Buzzfeed, Mat Honan. Maybe he’s not the most objective reporter, but don’t assume that others, perhaps even most of the millennial generation, don’t share his views. Honan was writing about the rise of smart cars: driverless, on-demand vehicles that use GPS and collision avoidance sensors to take the driver out of driving. They are summoned by their passengers, who simply text- or phone-in a request to an Uber-like program when they’re ready to go. Today, these smart vehicles are already in limited use, plying the streets of Palo Alto, California, home of technology giants Apple and Google. Google has
24 March 2016 | EquipmentWorld.com
already logged 1.2 million miles on its smart cars. Apple announced plans to field a car by 2019. Both companies have deep war chests, and intend to colonize a large chunk of the traditional car market. This technology is not some pie-in-the-sky dream that’s going to be sitting in a lab going nowhere. For example: • Freightliner has already put autonomous trucks on the road in some parts of Nevada (see page 28). • GM and Lyft (a ride-sharing service similar to Uber) have invested $500 million to develop a network of driverless, on-demand vehicles. • Toyota has put together a six-man tech team (with a five-year, $1-billion-dollar operating budget) to develop cars that are “incapable of a crash.” While
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Highways 2.0 (continued) not technically autonomous, this crash-proofing techthese underutilized urban spaces into more valuable nology will play a major role in the eventual deployand productive commercial facilities will result in ment of driverless cars. substantially higher property tax incomes for local The big question is: How will the autonomous governments. car revolution affect roadbuilding? The answer is Additional advantages. Smart cars offer other adsimple. In urban areas, autonomous cars will greatly vantages as well. They will be safer. Their collision reduce the number of cars on the road and the avoidance systems will eliminate many human ernumber of parking spaces needed for them. Here’s rors and distracted driving casualties on our nation’s how it works… highways. Sophisticated algorithms will monitor The inefficient car. According to an article in traffic flows and speed to eliminate bottlenecks. Air The Economist, the average car sits idle 96 percent pollution will also be drastically reduced, as many of the time. But, that car still needs a parking space of these vehicles will be either hybrid or electric at work, a parking space at home, and intermittentdrive, and many will offer shared rides. ly, a half-dozen or so parking Impact on construction. spaces at various retail, school The impact of driverless smart and recreational facilities. cars on contractors is clear: You Avoiding the collision course Research done at the Masare going to build fewer roads sachusetts Institute of Technoland parking lots, and have edicated short-range ogy (MIT), shows that if the fewer lane miles to maintain in communications (DSRC) United States embraced a ride the future. The upside, is that may soon play a part in sharing program using driverthere will likely be plenty of less cars, we could eliminate 80 demolition work, as the cities vehicle-to-vehicle crash avoidance, percent of the cars on the road. take out parking decks, reconsays Tom Schaffnit, president of Google estimates that these figure roads, and build new A2 Technology Management. If autonomous, driverless, taxi-like pedestrian and bicycle friendly there’s no traffic coming, DSRCvehicles could achieve a 75-perinfrastructure. cent utilization rate. Research In all likelihood, today’s equipped vehicles could turn done by Dan Fagnant at the multi-lane freeways will remain. traffic lights green. This “traffic University of Utah estimated However, they will be converted light genie,” as Schaffnit puts it, that, in traffic-clogged Austin, to include more specific lane would increase driver satisfaction, Texas, one autonomous, ridedesignations; one lane for heavy sharing taxi could replace ten trucks and commercial vehicles, minimize crashes, and decrease private vehicles. one lane for traditional cars, and equipment costs. Traffic congestion is at an allone or more lanes for driverless time high, costing an estimated smart cars. $160 billion in wasted time and Sensors are your business. fuel in 2015 alone, says the 2015 Contractors should also keep Urban Mobility Scorecard produced by the Texas an eye on the technology behind the smart car A&M Transportation Institute, and Inrix, a company phenomenon. Much of it will be vehicle-to-vehicle that provides traffic and driver services via Internet telematics, but there is a growing market in vehicleand mobile applications. Smart cars are going to to-infrastructure telematics as well. make great strides toward solving this problem. Chris Rezendes, of INEX Advisors, told the AssociaGovernments benefit. Smaller cities and rural tion of Equipment Management Professionals in 2014 areas where land is available and inexpensive (and that contractors should learn how to install sensors where traffic jams aren’t a problem), won’t need this in infrastructure and how to harvest the data, either kind of innovation. But, in our big urban centers, for future road and bridge maintenance (as is done it’s almost a certainty. in Europe), or to insert themselves into the emerging If, through the use of smart cars, 80 percent of the toll road/vehicle tracking businesses. Those who get cars are taken off the road, city governments and ahead of this curve will reap significant advantages commercial entities can plow under vast numbers of over contractors who only know how to move dirt, wasteful parking garages and parking lots. Turning pour concrete or lay asphalt.
D
26 March 2016 | EquipmentWorld.com
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ROAD AND MINERAL TECHNOLOGIES
Highways 2.0 (continued)
SMARTCARS
(continued)
Coming now: Autonomous trucks
F
Freightliner Inspiration
reightliner made a big splash last year when it unveiled the Inspiration, a commercially-viable autonomous truck that was legal to operate on Nevada highways. But, OEMs must make a strong case for vehicle automation, given the $30,000 to $50,000 upcharge for the technology and the fact they still require a part-time driver, says Sandeep Kar, global vice president of automotive and transportation research for Frost & Sullivan. Still, it’s not a question of how autonomous trucks will enter the market, but when. “Our forecast is that, by 2025, we expect 8,000 autonomous trucks to be sold globWhile hard to imagine today, some futurists predict drivers in autonomous ally,” Kar says. “About 3,000 of those trucks trucks could use their downtime to complete other tasks while en route. will be operating in North America.” On the jobsite, Royal Truck & Equiprier, using what Royal calls a “NAV Module,” which contains ment is partnering with the Florida Department of Transportation to develop an Autonomous Truck-Mounted Attenuator a GPS receiver, computer, digital compass and transceiver. (ATMA) vehicle to improve safety in construction work The lead vehicle transmits GPS position data back to the folzones. Using a leader/follower configuration, the driven lower ATMA, which then follows the exact path and speed leader vehicle directs the unmanned ATMA rolling crash bar- of the leader vehicle.
28 March 2016 | EquipmentWorld.com
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Highways 2.0 (continued)
CONNECTIVITY
shapes attitudes toward transportation choices
T
he smart phone is already changing how we think about our transportation choices, says Greg Kelly, global chief operating officer for the construction firm Parsons Brinckerhoff. “We are adjusting our driving routes based on real-time traffic information. We purchase a rail ticket on our smart phone, we pay for parking, we summon a taxi...all on the fly.” In the past, transit riders could always read a book or a newspaper en route, but today, thanks to wifi and smart phones, riders can do actual work, Kelly says. “Some argue it’s one factor behind the trend away from driving and toward transit,” he says. “Technology is not the only thing changing,” Kelly says. “So are attitudes. Fewer young people are 30 March 2016 | EquipmentWorld.com
getting drivers’ licenses, vehicle miles traveled is stagnant, cities are cool again and transit use keeps on growing. This wave has been building for years and shows no signs of slowing down. Leading the way are the millennials, who are also a major force behind what people are calling the sharing economy, which is everything from Zipcar, to Airbnb to bike sharing.” Kelly says our existing stock of infrastructure will always need to be maintained. “There is no app out there to fix a bridge. But, the new infrastructure we build in the 21st Century may look different than what we built in the 20th Century,” he says. The next wave of investments could focus on supporting a denser, more urban pattern of living – fewer
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Highways 2.0 (continued) highways and single family homes, and more public transit and vertical construction. While high-speed rail seems to garner the most headlines, many cities are investing in light rail to ease congestion and make downtown areas more walkable. These include Phoenix, Orlando, Charlotte, Honolulu, Salt Lake City, San Diego, Los Angeles, Houston and Dallas. Currently, some 38 metropolitan areas offer light rail transit and the number is only expected to increase over time.
Connected vehicles
N
ow in its first phase, the U.S. DOT’s Connected Vehicle Pilot Program is exploring a number of possibilities, the latest of which includes a test in Tampa, Florida, intended to improve congestion on the reversible lanes of the Lee Roy Selmon Expressway. The program is developing safety, mobility, and data agency apps to include curve speed warnings, an intelligent traffic signal system, intersection movement assist, mobile accessible pedestrian signals and transit signal priority.
Sensory bridges Future highways and bridges will incorporate the Internet of Things, including using advanced sensors in new and existing structures. A current example of this technological integration of infrastructure is the Memorial Bridge in Portsmouth, New Hampshire. The New Hampshire Department of Transportation (NHDOT) is using $355,000 in federal funds to create a sensor network on the bridge. This network will be used, in what NHDOT calls a ‘living bridge’, to monitor bridge conditions, and self-diagnose and report problems to transportation officials. NHDOT plans to integrate 250 sensors into the structure, which will collect information on traffic volume, structural stress, vibration, wind speed, humidity and temperature. These sensors will be powered sustainably. Instead of relying on sunlight, hydroelectric power will be generated 24 hours a day via a turbine system attached to the bridge pier. 32 March 2016 | EquipmentWorld.com
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Highways 2.0 (continued)
URBAN PLANNING
puts transportation first
M
Gala_Kan/Shutterstock.com
ost American cities have grown organically since the end of WWII. Developers bought whatever land was available and the government built roads to it, with few restrictions and little planning. This brought low-cost suburbs and greater mobility, at first. But today, cities are choking on their own traffic. Transportation planners in the future will take a much harder look at what gets built where and what modes of transportation will be favored. And Los Angeles is leading the way. The city that pioneered the freeway is now moving forward on an ambitious, 20-year transportation renaissance. The plan, dubbed Mobility Plan 2035, stacks the deck in favor of any mode of transportation‌except the privately owned vehicle. The most car-crazed city in the United States is getting ready to put the squeeze on cars.
34 March 2016 | EquipmentWorld.com
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Highways 2.0 (continued) This is partly because almost half of all automobile trips taken in Los Angeles are less than three miles, which is well within biking or walking distance. The plan acknowledges the importance of cars, but leans heavily on light rail and busses (for long distances) and bicycle and pedestrian modes of transportation to cover the “last mile.” The plan cites everything; from air pollution, to obesity, to bicycle accidents and pedestrian deaths, to build its case against cars. Mobility Plan 2035 does not have the force of law behind it, as it was intended more for forward thinking guidance. Its authors, however, have coordinated these strategies with all the relevant state and city agencies, including the Southern California Association of Governments, California Department of Transportation, Los Angeles Department of Transportation, and the Los Angeles departments of Public Works and City Planning, among others. This renovation will bring lots of construction; reducing car lanes or converting them to bike lanes and pedestrian crossings; building medians, widening sidewalks, and bus-only lanes; and constructing new light rail lines.
Pro and con The Los Angeles Times editorial pages hailed the plan, saying: “It’s time for L.A. to shed its traditional automobile-centric approach and evolve into a modern, multi-modal city.” However, a group called Fix The City plans to sue, saying the plan will only increase congestion, encourage drivers to cut through neighborhoods, and delay access for emergency vehicles. Historically, lawsuits of this type only delay changes and drive up the cost of making them after all the legal wrangling has ended. Honolulu’s light rail is an excellent modern example of the ultimate cost of delaying transportation infrastructure. 36 March 2016 | EquipmentWorld.com
Plagued with traffic jams as bad (if not worse than) LA’s, Honolulu could have built a light rail system in the mid-80s that linked most of the southern half of Oahu – a crowded urban space that holds almost a million people. At the time, Honolulu’s light rail would have been about 90 percent federally funded and on-grade construction. Today, Honolulu’s road system will gradually become paralyzed without rail, and the city is finally building a mostly elevated train system. However, it’s at a much steeper cost and only 20 percent federally funded.
Houston goes green Don’t think all this utopian urban planning is only a west coast phenomenon. Houston, of all places, is moving full speed ahead on greening up its vistas and making neighborhoods bike- and pedestrian-friendly. As Mimi Schwartz reported in Texas Monthly magazine recently, “civic leaders have begun to worry, very quietly, about who would want to live here when fossil fuels no longer drive the economy.” The chairman of the Houston Parks Board is promoting a plan, Bayou Greenways 2020, that will put a connected series of nine large greenways less than a mile away from more than half of the city’s residents. As home to more than a few construction and oil company billionaires, Houston is the kind of place where civic activism can be promoted with seven-figure donations. The city is populated with new, well-healed organizations like Trees for Houston, Quality of Life Foundation, Buffalo Bayou Partnership, and the Herman Park Conservancy. The city leaders have become keenly aware that, if they want to attract the top engineering and technology talent, they must compete with the California coast, New York’s Central Park, Austin’s Hill Country and the green hills of Raleigh-Durham, North Carolina.
Missouri’s Road to Tomorrow
M
issouri’s Interstate 70, between Kansas City and St. Louis, is being made available to private industries to use as a “laboratory for construction of the next generation of highways,” says the Missouri Department of Transportation (MoDOT), which has dubbed the project the Road to Tomorrow. Since the program was announced in mid 2015, MoDOT’s Road to Tomorrow team has received roughly 200 new ideas for technological advances. The agency says the vast majority of the ideas will require it to partner with private companies. One notable submission is from Solar Roadways, which wants to use solar panels on roadway surfaces to melt snow and power safety lighting (in addition to generating electricity). The company has completed a prototype project in a parking lot in its home state of Idaho using funding from the Federal Highway Administration. It proposes using the solar panels on I-70 as a way to test them in high-traffic conditions.
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Highways 2.0 (continued)
FUNDING
States’ private money does what DC won’t
E
ven though a federal highway bill was passed in late 2015, it’s a patchwork affair, with uncertain funding mechanisms and no increases in the federal gas tax. But, it’s enough of a bill that Congress can deflect criticism (for now) and say they did something. As for raising the federal gas tax? Forget about it. The polarized politics of Washington have seen to that. The last time the federal gas tax was increased was in 1993, when it went to 18.4 cents. Today, adjusted for inflation, that amount is worth 11.5 cents, and inflation will continue to erode the value until it becomes largely worthless. That’s not enough to repair our interstates, let alone build new capacity. The good news: 11 states stepped into the breach and raised their taxes in 2015. (See sidebar.) In an interview with the Denver, Colorado, ABC news affiliate, Carl Davis, research director at the Institute on Taxation and Economic Policy said, “We had quite a long drought where states weren’t willing to deal with this issue, despite the fact that their infrastructure wasn’t in great shape. We’ve definitely seen a pretty rapid change on this issue — it’s really been a 180.” Tolls, fares and fees. In the absence of raising the federal gas tax, several options are gaining traction and will likely grow their share of the infrastructure funding pie in the future. “The mechanism by which we fund infrastructure has broken down without anything to replace it,” says Greg Kelly, global chief operating officer for the construction firm Parsons Brinckerhoff. “These consequences are serious. But financing infrastructure using only taxes has also been on the decline in other countries.”
38 March 2016 | EquipmentWorld.com
In the rest of the world, most new highspeed roadways are built as toll roads. “It’s the new normal,” Kelly says. “User financing has its advantages, and it goes beyond just raising money. It helps allocate resources in a rational way. If the project serves a real demand, the market will fund it. If, however, the market is not interested, maybe that tells us something about the project.” PPPs. Public-private partnerships have been gaining ground in recent years. Here’s how it works: A single team raises the financing for a highway project, plans the project, gets it permitted, builds and operates it. “While some government agencies are skeptical of this approach, the fragmented process we currently use causes delays and cost overruns,” says Kelly. With PPPs, the government agencies still retain control, but through performance standards, while the private sector figures out the details. “This allows government to focus its energy on true matters of public policy; setting objectives, establishing a budget, demanding performance, and enforcing rules that get the most out of the competitive marketplace,” he says. Bond funds. Congressman John Delaney (D-Maryland), who serves in the U.S. House of Representatives, was the prime author of the Partnership to Build America bill in 2014, and again in 2015. This bill proposed that corporations that have parked their profits overseas (corporate inversions) should have the opportunity to repatriate some of that money tax-free
in return for buying bonds in the America Infrastructure Fund. Delany argued that his $50-billion infrastructure trust fund could, over time, be leveraged up to $750 billion. While his bill ultimately did not become law, it garnered substantial bipartisan support, and may emerge eventually in a modified fashion. President Obama also proposed an infrastructure bond program, the America Fast Forward Bonds program, last spring. But, it also failed to gain Congressional approval. The new highway bill, the Fixing America’s Surface Transportation Act (FAST), that Obama signed on December 4, 2015, has no bond provisions. The industry consensus is that the FAST Act was better than nothing, but not by much. And because many of the
FAST Act’s funding mechanisms are temporary, it increases the probability that an infrastructure bond fund may come to fruition later. Several other nations, including China, have already established similar infrastructure funds as their primary construction funding mechanism. “To handle an investment the size of our transportation infrastructure, we have to deconstruct how we create infrastructure in this country,” says Delaney. “We need government grant money, user fees, public-private partnerships and bond financing. If we ever want to close this $3-, $4-, $5-trillion gap in the infrastructure investment in this country, we need to be doing things in all four of those buckets. And we shouldn’t think of those things as mutually exclusive.”
States take on the funding challenge
S
tates are doing what the federal government won’t – increasing gas taxes to fund highway improvements. In addition, North Carolina and Kentucky raised the minimums on their variable gas tax rates to prevent steep drops in their highway funds due to the lower cost of gasoline.
Washington Increase: 7 cents Raised gas tax to 44.5 cents on August 1, with another increase coming this year. The state plans to spend $8.8 billion on state and local roads, $1.4 billion on maintenance. Georgia Increase: 6.7 cents Increased to 26 cents per gallon, and added a $50 to $100 heavy truck impact fee and a $200 to $300 electric vehicle fee. All taxes will be used for transportation purposes and infrastructure improvements. Idaho Increase: 7 cents Will raise approximately $95 million for transportation infrastructure. Vehicle registration fees will also increase. Iowa Increase: 10 cents Will raise $215 million for city, county and state roads.
Nebraska Increase: 1.5 cents this year and 1.5 cents each year for three additional years Will raise about $75 million to be shared among cities, counties and the state for road maintenance and repairs. South Dakota Increase: 6 cents Additionally, the state will increase the excise tax on vehicle sales by 1 percent (to 4 percent) and increase license plate fees by 20 percent. Utah Increase: 5 cents This raises the state gas tax to 24.5 cents in a formula that increases the tax as the price of gas increases. An additional local option tax of 0.25 cents per gallon would give cities, counties and transit districts money for local projects if approved by voters.
Maryland Increase: 1.8 cents Though seeing an increase in the gas tax, Maryland commuters will also benefit from lower toll road fees. Michigan Increase: 7.3 cents/12.3 cents Raised gas tax by 7.3 cents per gallon and diesel tax by 12.3 cents per gallon beginning in 2017. The state expects to bring in roughly $400 million in additional revenue. Rhode Island Increase: 1 cent Gas tax will also be adjusted to inflation every two years. Vermont Increase: The greater of $0.134 per gallon or 4 percent of the tax-adjusted retail price, or $0.18 per gallon, whichever is less.
EquipmentWorld.com | March 2016 39
Highways 2.0 (continued)
GLOBAL HIGHWAYS
We are moving toward an era of megaprojects.
Mega-bridge: Bering Strait to Russia Mega-bridge: GibraltarAfrica
Mega-bridge: Darien Gap, Panama
Mega-bridge: Japan-Korea
Euro-African Highway
Four primary bridge projects under discussion could connect the planet in ways that seem inconceivable now.
There’s more... much more. We have a great deal to say on the future of America’s roads and bridges. To take a deeper dive, go to equipmentworld.com/ highways2.0.
40 March 2016 | EquipmentWorld.com
“W
e are moving toward an era of megaprojects,” says futurist Thomas Frey, referring to four bridge projects currently under discussion that could connect the planet in previously inconceivable ways. “We’ll finish the Pan-American Highway with a 25-mile bridge over the Darien Gap in Panama,” Frey says, referring to the 19,000-mile route that stretches from Prudhoe Bay, in Alaska, to Ushuaia, Argentina, and the
60-mile stretch of rainforest that, due to environmental concerns, is its only missing link. “If we were actually able to connect that stretch, we would see trucks hauling freight back and forth between North and South America, and could potentially double the size of the trucking industry.” Frey also cites another bridge project in Gibraltar that would connect Europe to Africa, another to connect Japan and Korea, and the potential for a land bridge across the Bering Sea connecting Alaska to Russia. Such mega-projects could have
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Highways 2.0 (continued) huge implications for trucking and advancing the middle classes around the globe, says Sandeep Kar at the commercial vehicle research and consulting firm Frost & Sullivan. “In that scenario, the United States, with its already-
advanced factory farms, will feed the world,” Kar says. “In 50 years, it might not be at all unusual for an autonomous truck to leave a farm with a load of grain and drive all the way to Russia.” – Jack Roberts
T
he Oresund Bridge connecting Denmark and Sweden is an example of a transnational infrastructure project. The bridge and tunnel complex spans nearly 10 miles, with four lanes of traffic and two rail lines. It also carries the data cables that serve as the Internet connection between Europe and Scandinavia.
What does Highways 2.0 mean for contractors? 1. Stay on top of your markets. City-to-city highway paving will not change much. But, once you reach city limits, the contractor who is able to build infrastructure for autonomous cars, electric vehicles, light rail, bicycles and pedestrians will get the most work. 2. Consider design-build. The complexity of these new urban landscapes will favor construction companies that can deliver novel ideas along with their bids. That includes new and innovative products, and design ideas. 3. Rethink general contracting vs. subcontracting. The emerging transcontinental highways, big toll roads, port expansions, and tunneling projects are dominated by a handful of national and international mega-contractors. But, there will be plenty of subcontracting for 42 March 2016 | EquipmentWorld.com
smaller companies if you realign your company skill sets, have a great safety record, and get on the preferred bidder lists. 4. Learn about technology. GPS/GNSS and telematics are not just machine management programs. The information these systems generate can be integrated into as-built designs and other high-information applications, such as smart roads. Think of your bulldozers as giant data harvesting machines. 5. Get involved with state and local funding issues. Grassroots political activity by state and community contractors and associations is helping boost localized infrastructure funding. If you’re not already a member, join forces with your peers in the local construction associations and chambers of commerce.
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machine matters | by Richard Ries
3 KEYS TO W
e asked sources to describe the single most important factor in each of three areas of backhoe performance: productivity, operator environment and serviceability. Responses had remarkable variety and depth, and provided valuable insights from what may have seemed like a simple question.
Productivity Electronics lie at the heart of many productivity features. Some OEMs offer electronics features piecemeal; others bundle them, like JCB. It’s Automation package, for example, includes five standard features. These include auto check, which looks at up to 200 parameters at key-on, including all under-hood checks; and auto drive, which provides
cruise control-type operation while roading. Optional auto pre-heat can be added to warm the engine block and cab (and defrost the windshield) up to 30 minutes before use. Auto boom lock and auto stabilizer functions are available
The 590 Super N has the longest standard reach (19 feet, 7 inches) and greatest digging depth (15 feet, 6 inches) of any Case backhoe loader. Standard Power Lift technology yields a bucket breakout force of 15,853 pounds and a lifting capacity of 4,175 pounds.
44 March 2016 | EquipmentWorld.com
when the backhoe is spec’ed with optional pilot controls. Auto Smooth Ride is part of the Automate package; an equivalent is offered on most models from most OEMs. Settings for the fea-
BACKHOES ture on JCB machines are on, off or auto. “We recommend auto mode,” says Rafael Nunez, backhoe product loader marketing specialist, JCB. “Auto maximizes loading productivity while reducing spillage, and eliminating the bobble-head effect on drivers during travel.” The optional Speed Selectable Automatic Ride Control on Case machines kicks in automatically when the machine is traveling at a specific speed. In addition to electronicsenabled productivity features, Case also offers hardwarebased improvements.
While typical lock-to-lock is three full turns of the steering wheel, optional Comfort Steer cuts this in half, allowing the operator to maneuver more quickly and efficiently. Case ProControl is a swing-damping feature that eliminates rebound on the backhoe. “ProControl reduces wear on components, lowers fatigue and provides greater precision for the operator,” says Katie Pullen, Case backhoe brand marketing manager. Optional Power Lift increases the hydraulic capacities of the boom and bucket forces, allowing the machine to lift up to 8 percent more.
Tim Boulds, Kubota’s construction equipment product operations manager, says versatility is the key productivity feature on backhoe loaders. Quick couplers on both ends of Kubota machines not only facilitate bucket changes, but also make it easy to use pallet forks, grader boxes and other tools. A four-point rear quick mount allows the backhoe assembly to be detached when it’s not needed. “Our hydraulically-independent PTO allows the use of implements such as rotary tillers, snowblowers, and rear-mounted mowers that can be engaged and disengaged without stopping the tractor,” says Boulds.
EquipmentWorld.com | March 2016 45
machine matters | continued Operator environment Caterpillar’s F2 Series backhoes have a new cab, which features several storage locations and great visibility, says Sherrie Williams, Caterpillar backhoe marketing. “Loader joysticks with differential lock are located at the operator’s finger tips and the 420 and 430 single-tilt machines now have a thumb roller to operate the auxiliary functions.” Boulds says Kubota’s new L47 TLB and M62 TLB models open up and de-clutter the operator environment. “In both models,” he says, “the clutch pedal has been eliminated, thereby allowing the brake pedal to be relocated to the left side of the cab, reducing interior clutter and simplifying driver operation. Foot space on the backhoe platform has been increased 27 percent over previous models, providing the operator with a roomier work area.” Both models also feature electronic throttle levers and PTO switches, which reduce effort compared to the mechanical parts they replace. The new F2 Series backhoes from Caterpillar, shown here in a special paint scheme celebrating Cat’s 30th anniversary of backhoe production, include advanced-design implement hydraulic systems. The systems’ load-sensing, variable-displacement pump provides full lifting and digging forces at all engine speeds. Pilot-operated joystick controls with in-cab pattern changers are standard on the 420F2 (shown) and 430F2.
46 March 2016 | EquipmentWorld.com
Nunez says the seat-mounted pilot controls in JCB backhoe loaders is an important piece of the operator environment. With seat-mounted controls, the operator no longer has to hunch over floor-mounted backhoe controls. The challenge was to run pilot hydraulic lines that would swivel with the seat. Several OEMs cite visibility as the most important aspect of the operator environment. “If you can’t see what you’re doing, it all ends right there,” says Brian Hennings, backhoe product marketing manager at John Deere. Line-of-sight at truck bed level is critical with forks, says Hennings, while sight to the edges and corners of buckets is essential while digging. Deere backhoes feature a PowerCurve boom design. Wide at the base, these booms narrow to 9 inches in the middle for improved lineof-sight in the trench.
Seat-mounted controls in a JCB backhoe open up the cab floor. In-cab storage includes a cooler box on models with air conditioning. An optional hot drinks machine makes it possible to prepare coffee and other hot beverages from the operator’s seat.
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EquipmentWorld.com | March 2016 47
*As demonstrated in 2009 on-the-road field testing in medium duty trucks, highway cycles, compared to Shell ROTELLA® T Triple Protection®15W-40.
machine matters | continued Along with a spacious operating area and ergonomic controls, Case offers traditional three-stick controls. “Case is one of the few manufacturers to still offer a three-stick control, in addition to pilot controls,” says Pullen. “A lot of operators still prefer this configuration, because it’s how they learned to run a backhoe. It allows them to control the boom and bucket with one hand, and operate the steering wheel with the other. It is important for experienced operators to be able to run the machine in the way that is most familiar and comfortable to them without having to relearn the controls.”
Serviceability Serviceability matters because uptime matters, and equipment that is out of service for maintenance or repair isn’t delivering uptime. Here again, electronics play a vital role, providing fault codes, diagnostics and more. But, as Hennings points out, designing for uptime involves more than in-cab monitors and service access points. “The John Deere Power Systems 4.5-liter diesel engine has been used in backhoe applications for more than 30 years,” he says. “Its wet-type cylinder liners provide superior cooling, while also reducing oil breakdown and piston ring wear compared to cast-in-block designs.” Service intervals are 500 hours. Ernie Ferguson, division sales manager of compact equipment, Terex Construction Americas, says the key to serviceability is to stay on schedule with daily and weekly checks, as well as regular PM intervals. Because daily checks are essential to finding little issues before they create major problems, all service points have easy ground-level access, and the hood tilts fully open on Terex backhoe loaders. Ferguson also recommends doing an annual review of maintenance records to spot any patterns. “It’s important to look at what components are failing, and to determine why, how, and when they failed, as well as to know which components are holding up over time to analyze those trends.” Ferguson notes that Tier 4 Final affects serviceability because engine design and horsepower category can affect service procedures. “Terex does not manufacture engines, so we have the flexibility to evaluate the compliance solutions offered by multiple manufacturers and select the best technology for each machine application, according to the way our customers use the machines.” 48 March 2016 | EquipmentWorld.com
Speed and ease are essential for serviceability. John Deere L-Series backhoes have same-side, ground-level daily check points, quick-change filters, simple-to-read sight gauges, and stacked-assembly, hinged coolers that tilt away from the radiator for convenient core cleanout.
The new L47 and M62 backhoe loaders from Kubota are powered by turbocharged engines with common rail direct injection. These Tier 4 Final engines have a EGR and a DPF. Ratings are 47.1 gross horsepower for the L47, and 63 gross horsepower for the M62.
The TLB840R is a rental-specific adaptation of the Terex TLB840. Available with a canopy or fully enclosed cab with heat and air conditioning, the TLB840R comes standard with 4-wheel drive, tilt steering, a suspension seat and selectable-pattern pilot controls.
It Pays To Think Cummins.
Customer-Inspired Technology. Cummins Tier 4 Final engines are designed and built to meet customer needs, based on actual duty cycles and working environments. Innovative technologies are fully integrated to maximize efficiency and productivity while minimizing maintenance and service. To learn more about Cummins Tier 4 Final engines, contact your local distributor or visit cumminsengines.com. For lower total cost of operation with increased equipment availability, it pays to think Cummins. Every time.
Š2016 Cummins Inc., Box 3005, Columbus, IN 47202-3005 U.S.A.
The all-new 2016 Ford F-650/F-750* present upfitters with a clean cab-to-axle design. There are no components to move, no rivets or bolts along the top of the frame rails to get in the way, helping to make upfitting easy and fast. It’s more proof that Ford means business.
DID YOU KNOW? You can order the new F-650/F-750 with fully integrated Ford Telematics™ powered by TelogisŽ to get historical and real-time status of vehicle health, location, driver activity and more. Experience how Ford Telematics can help save time and money for fleets of all sizes.
THE ALL-NEW F-650/F-750 *Aftermarket equipment shown. Available Fall 2015.
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?
telematics
?
TELEMATICS 101
HOW TO USE THE DATA (part 2)
T
by Tom Jackson and Dan Samford
Reduce your fuel bill and improve driver safety.
elematics data is a lot like a map to buried treasure. The information does you no good unless you act on it. The gold is there. But, if you don’t pick up a shovel and start digging, you’re never going to find it. In the February issue of Equipment World, we looked at some of the things you can do with three different types of telematics data: location, run time/utilization and fuel burn data. This month, we’ll look at idle time, driver monitoring and diagnostic codes. Keep in mind that if you’re running equipment that’s three years old or newer from most of the
major OEMs, you can probably get this telematics data for free from their websites. If your equipment is older, or if the OEM website route doesn’t fit your needs, you can also wire up almost any machine with third-party telematics products from a wide variety of vendors.
Idle time How would you like to cut your diesel fuel bill by 10, 20 or even 30 percent? A lot of smart contractors are saving money by using telematics data to find excessive idle time. This is probably the most widely used data set in the heavy equipment telematics field for one
simple reason: Accurate measurements of machine idle time are saving small earthmoving companies tens (or hundreds) of thousands of dollars. Big companies are saving millions. There is no good reason to keep modern diesel engines idling more than a few minutes at a time. By tracking idle time by machine, truck or operator, you can quickly see who is wasting fuel versus who is diligent about saving the company money. When you find excessive idle time, you can use that information to see if the job is structured wrong or to show operators and drivers how wasteful the practice is. EquipmentWorld.com | March 2016 53
telematics | continued Coaching better behaviors is the best approach to take, rather than criticizing or reprimanding employees. Some companies will offer operators bonuses (based on the fuel cost savings) through antiidling programs. Another cost savings associated with cutting idle time is that it reduces wear and tear on engines. If you’re not putting those extra hours on the engine, it’s going to last longer, stay in warranty longer, require fewer service intervals and bring a higher resale value at trade-in time. Excessive idling also generates extra soot, which can prematurely clog diesel particulate filters, requiring more maintenance and regenerations.
Driver issues and public image In earlier articles, we talked about how telematics location data can help you set up geofences and curfews to prevent unauthorized use of trucks and vehicles. You can also track, and plan, the routes of your trucks around traffic jams to save time. These are the most popular uses of telematics location data for heavy trucks and pickups. But there’s another important safety benefit to having your equipment wired for telematics. Truck telematics not only report on the whereabouts of your vehicles, but most will also calculate their speed. Many truckspecific third-party telematics products will also record things like harsh braking, sudden stops or acceleration, swerving and other undesirable driver behaviors. Some of these systems even use driver-monitoring cameras (as we reported in the October 2015 issue, page 37). But, you can harvest a lot of useful data from truck telematics without a camera system, using just location and tracking data. For
54 March 2016 | EquipmentWorld.com
example, many large construction companies have fleets of hundreds of vehicles, both pickups and vocational trucks. Inevitably, this means that the company will occasionally field complaints from concerned citizens regarding poor driving, or perhaps gravel, dirt or debris blowing off the top of a loaded dump truck. Smart contractors, especially those who do a lot of public funded work, know that a good public image is important. But, in the absence of telematics data on a truck, such a complaint can often become a he-said/she-said situation. Using telematics, you can check the truck in question, see if the driver was in the area or not, and better engage the citizen who complained. If it wasn’t your truck, tell them. If it was your truck and your driver was driving carelessly, you can apologize and assure the person that corrective actions will be taken. If there were extenuating circumstances, such as an injury or emergency, you can explain that as well. In either case, right or wrong, you’ve taken action to respond responsibly to a citizen’s complaint. This course of action is much more productive than casting aspersions on an innocent driver, or being unresponsive to the concerns of the public. Telematics-driven examples like this aren’t big money makers, but they can help lower insurance costs, encourage your drivers to be safer, and demonstrate to the public that your company is responsible and responsive.
Remote vehicle diagnostic codes In the dark ages before telematics, if you got a call from an operator who said a machine was down and he had no clue as to why, you had only one option: Dispatch a service tech to investigate. The technician logs whatever travel time is necessary and then discovers he needs a part, which means another trip back to the shop or dealer, and then a return trip to make the repair. At a minimum, you’ve blown a halfday (if not two full days). Most OEM telematic data feeds will provide a huge amount of information about machine operating parameters like engine temps, hydraulic pressures and fluid levels. The Association of Equipment Management Professionals is putting the final touches on an updated version of a standardized telematics protocol that will identify more than 40 fault codes and parameters, and every OEM we’ve talked to is going to adopt this standard when it’s finalized by the ISO. With this kind of information, you can diagnose equipment problems from your desk or any connected mobile device before the service tech ever hits the highway. In some cases, if the problem is simple, there may be a quick work-around for the operator. But, in almost every case with available telematics data, the tech can have the problem generally diagnosed and the parts in hand before he even leaves the shop. This generates huge cost savings and increases uptime.
Daniel Samford, CEM, of Peak Performance Asset Services, consults in fleet management, telematics integration, and negotiations for specialized construction equipment, annual vehicle purchases, national accounts and fleet value evaluations. With 21 years at Herzog Companies of St Joseph, Missouri, Samford operated in 12 divisions and managed a fleet of more than 2,800 units and 700 vehicles. He can be contacted through his website www.PPASllc.com or emailed at dsamford@PPASllc.com.
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Technology quarterly | by Tom Jackson | TJackson@randallreilly.com
Topcon’s new 3D-MC Max GPS/GNSS blade control boosts speed, precision and accuracy – with no masts
A
utomated blade control using GPS/GNSS signals has been the most revolutionary earthmoving technology of the last decade, and now the technology is entering a second phase of refinement and improvement. Case-in-point is Topcon’s new 3D-MC Max dozer machine control system. Rather than using a receiver
on a tall mast anchored to the blade, the Topcon system uses two inertial measurement units (IMUs). These IMUs are low-profile boxes about 5 inches long and 2 inches thick; One mounts on the backside of the blade. The other is mounted on the undercarriage frame. The antennas for the GNSS signal are built into another low-profile box on top of the cab.
The new mast-free system relies on several components, including: In-cab controller, Top-of-cab antennae, GPS/GNSS receiver, and inertial measurement units.
EquipmentWorld.com | March 2016 57
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Technology quarterly | continued Why two IMUs? A traditional GNSS machine control system, with just one position sensor on the dozer blade, processes location information about 10 times a second. But with Topcon’s dual IMU arrangement, the two combined sensors can process the same information up to 100 times a second, says Murray Lodge, senior vice president and general manager of the Topcon Positioning Group and Construction Business Unit. That gives the Topcon 3D-MC Max the ability to react to (and compensate for) small inconsistencies between the blade’s position and the position of the rest of the machine – and do it 10 times faster than a standard GNSS system, Lodge says. In practical terms, that means the small errors in blade position, caused when the dozer lurches or the tracks hit uneven terrain, are corrected almost instantaneously. The end result, says Lodge, is that the dozer can typically do the fine grading, eliminating the need for a motor grader. It can also operate at higher speeds without needing to slow down to maintain accuracy. The dual IMU’s track the blade’s position at all times, without cylinder sensors or GNSS on the blade, Lodge says. Another practical benefit is the elimination of the mast and connecting cables on the top of the blade. Since these are a high-dollar item, they represent a theft risk, leading operators to burn daylight taking them off and reinstalling them daily. This reduces productivity, and can be unsafe when operators are climbing around on the blade to set up the assembly. Lodge says the 3D-MC Max system is available on Caterpillar D3, D4 and D5 K2 series dozers, D6N (Tier 4 Interim and Tier 4 Final) dozers, and Cat D6T (Tier 4 Interim and Tier 4 Final) dozers. John Deere also announced at the World
of Concrete that the Topcon 3D-MC squared system will be available on its new 700K SmartGrade dozer (see page 14). Topcon also unveiled another new product for dozers: The i-53 – an indicate-only GNSS system with a slope sensor. When paired with
Topcon’s MC-i4 GNSS receiver and the GX-55 control box, the i-53 offers slope and elevation control and displays where the operator is in the cut on the in-cab monitor. There are also audible alarms and LED lights, which indicate when the operator is on target or getting close.
overbuilt
to be overworked. Find your attachments at www.geith.com 2905 Shawnee Industrial Way, Suwanee, GA 30024 T. 866-563-5890 F. 866-472-4950 E. ussales@geith.com Geith and the Geith logo are trademarks of Geith International Limited.
EquipmentWorld.com | March 2016 59
Technology quarterly | continued
Robotics company develops autonomous heavy equipment technology for United Rentals
I
magine walking out into the equipment yard one still see the tag. The idea is that everyone can have a morning, and having all the machines you need safety vest with this little UWB transmitter in it.” for the day – sans operators – start up and fall in The other mode Bruemmer describes as the “Pied line behind you. You stop. They stop. You turn Piper” mode. “In that mode, the tag is like the Pied right. They turn right. Piper’s flute. At any time, I can say ‘come here,’ and That vision became a reality this fall when 5D Robotics even if the robot can’t see me, it can see the tag and of Carlsbad, California, teamed up with United Rentals to come to where the tag is. Another thing I can do is say implement autonomous equipment driving technology at ‘follow me’ and wherever I walk, the robot, or robots, select rental yards. The 5D solution prevents collisions, will follow. So, if you wanted to collect your equipenables multiple vehicles ment, you would just to follow a person or lead press or say ‘go’ to the vehicle (called wagon tag and walk through the training), and allows opyard. Then you have a erators to quickly create line of vehicles that are and modify autonomous turning on and maneuverpaths through a facility. ing to take their place in The 5D Robotics techline.” nology was first tested on The “tag” in these heavy equipment at United examples is a simple Rentals’s Pico Rivera, transmitter. The “robot” is California, branch. Helge a receiver module that’s Jacobsen, United Rentals wired into the equipvice president of opment’s CAN-BUS system erations excellence, says, and programmed to turn “Seeing this reliable, safe, the machine on, steer Follow the leader – autonomously. autonomous vehicle techright, steer left, or pernology function in our yards has been an eye-opener. form other maneuvers. And with the UWB technology, The equipment can move from station to station within there is no need to use GPS signals or survey points for the yard and load itself onto trucks.” location. The system is self-referential, and will work in 5D’s technology has already proven itself on more than environments or conditions that block GPS signals. 30 robots and a host of vehicles in military applications “Humans are intelligent, but we still put up signs on – most notably in bomb disposal robots. The company is buildings and roads to help us navigate,” Bruemmer continuing to research and develop autonomous vehicle says. “Robots need the same thing. So, we refer to this and smart city technology, whereby all vehicles commuprocess as creating a robot-readable world.” nicate via wireless signals.
Follow the Pied Piper “We developed a technology we call Ultra Wide Band Radio Frequency Positioning, or UWB for short,” says David Bruemmer, CEO. UWB essentially blankets a designated area with a radio signal that spatially locates any machine with a transmitter module, or any person wearing or carrying a device or tag. “There are two different modes that function simultaneously,” says Bruemmer. “One mode is what we call peer-to-peer, or relative, positioning. In that context, if I am wearing a tag, the vehicle won’t hit me. I could be lying on the ground or behind a bush and the machine still wouldn’t hit me. Even in cases where a camera or laser wouldn’t really see me as an obstacle, a robot can 60 March 2016 | EquipmentWorld.com
Pick your controller The architecture of the system is such that users can select from a variety of interfaces and controllers. 5D Robotics found that the military bomb disposal operators liked the Nintendo Wii and Nunchuk controller, and built their system around that. The X-box controller is another that’s been used, as have smart phones. “What we generally do for a particular customer is customize an input method for the task at hand,” Bruemmer says. “There is no one perfect way. In loud, noisy environments, like construction sites, speech is ambiguous and difficult. Generally, I think having a simple button to press is, in many ways, the easiest. But, we are very happy to use whatever controller the customer wants to use.”
Different from autonomous While the term autonomous tends to imply “driverless” in both cars and machines, that’s not quite what 5D Robotics has in mind for the heavy equipment space. “We want to make this technology more biologically inspired,” says Bruemmer. “Once the equipment has the technology on board, it becomes more like a highly trained police dog than a fully autonomous system. We can do full autonomy, but a lot of what we’re doing is working on what we call the human-robot interaction. It comes down to working closely with the users and stakeholders in a particular environment to figure out what they need, and configuring the system around their human factors. It’s not about the robot; it’s about the interaction with the human. Robots and jobs A common criticism of robotic technology is that it takes away jobs. “The last thing we want is for people to think this is taking away their job,” Bruemmer says. “We want our technology to be viewed by operators as something that’s going to make their life better, and add safety, efficiency, comfort and ease.” In Equipment World’s discussions with managers of the country’s largest fleets, the robots EW_HALF_MAR.pdf 1 2/11/16 1:49 vs. PM jobs argu-
ment is almost moot. First, construction companies find it almost impossible to find and keep good operators. Second, many members of the Association of Equipment Management Professionals say similar technologies (like drones, telematics and GPS) are attracting a new breed of millennials to the industry. With these new systems, the drudgery of low-value work is being replaced by the excitement of technology-enhanced, high-value work. 5D seems to share that philosophy as well. “We want to democratize this technology, so that each and every person in the yard is able to use and reconfigure it,” says Bruemmer. “In factories, robots are static,” he explains. “When a change is needed, a team of engineers has to be brought in. That’s not what we want,” he says. “We want to give each person in the yard the ability to reconfigure the system dynamically,” Bruemmer says. “We give each person in the yard the ability to be a roboticist. They can work with the robot to get the productivities they want out of the system. That is a profound difference.” See a video of the system in action on the web at: bit.ly1L1jZci
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EquipmentWorld.com | March 2016 61 Untitled-28 1
2/17/16 1:07 PM
IMAGINE WHAT’S NEXT. Get the ultimate view of where construction is going. Go hands-on with the new technologies spread out over 2,400,000 square feet of exhibition space. Learn next-gen techniques, tools and ideas from over 100 education sessions. From earthshaking big iron to groundbreaking innovations, CONEXPO-CON/AGG 2017 is where over 130,000 construction industry professionals from around the world go to stay ahead of their competition.
To see who’s included in our 2,400+ exhibitors, visit conexpoconagg.com
IF IT’S NEW, IT’S HERE.
March 7-11, 2017 | Las Vegas Convention Center | Las Vegas, USA
Co-located with ®
maintenance | by Jack Roberts
The
NEXT
OIL
One PC-11 subcategory will be suitable for all pre-2017 engines.
PC-11 made for improved efficiencies in highway trucks
A
new engine oil category being introduced at the end of this year promises better fuel economy and longer change intervals. The new oil, designated PC11 (Proposed Category 11) by the Diesel Engine Oil Advisory Panel, will be marketed in two subcategories as early as December. One will be for new 2017 emissions-compliant engines, the other for all previous engines. “Testing has already confirmed that the new oils will deliver fuel
economy boosts from 2 to 4 percent, depending on the engine and application,” says Dan Arcy, global OEM technical manager for Shell Lubricants and chairman of the American Petroleum Institute committee developing the PC-11 category. The biggest single performance improvement the new oils will offer involves oxidation control, says Shawn Whitacre, senior staff engineer of engine oil technology for Chevron Lubricants. Oxidation control helps the oil withstand high temperatures without
breaking down, which can create longer change intervals. The last round of emissions regulations, in 2010, focused on nitrogen oxides (NOx) and particulate matter. The new, more stringent standards set for next year target carbon dioxide and other greenhouse gas emissions. “Add a whole host of engine design changes that will enter the market in 2017, and the need for a more modern engine oil becomes obvious,” Whitacre says. The two main components that impact change intervals EquipmentWorld.com | March 2016 63
maintenance | continued PC-II AT A GLANCE First new heavy-duty engine oil category in 10 years. PC-11 oils will be available Dec. 1.
T
wo types of PC-11 oils will be introduced: PC-11A, which will have the official designation CK-4; and PC-11B, which will have the official designation FA-4. PC-11A (CK-4) oils will replace today’s lubricants and will be completely backwards-compatible with all current vehicles. They will be designed with improved oxidation resistance, shear stability and aeration control. PC-11B (FA-4) oils will meet these new require-
ments, and include lowerviscosity grades designed for next-generation diesel engines to help maximize fuel economy without sacrificing engine protection. These oils will have limited backwards compatibility, because some older engines were not designed to operate with lowerviscosity grades. The improved performance for both PC-11A (CK-4) and PC-11B (FA-4) will be the same. The split in the category will define viscosity grades.
for heavy-duty engine oil are the total base number depletion and the oxidation number. “There used to be a third consideration – soot levels in the engine,” he says. “That is becoming less important as diesel exhaust emissions systems have improved.” Pre-2010 engines required frequent drains because they produced more soot due to increased exhaust gas recirculation. But, soot control has been addressed by improvements in CJ-4 oils and the advent of cleaner ultralow-sulfur diesel fuel. New 2017 engines will run 5 to 15 degrees hotter than today’s engines. “We have to make sure that when the new oil gets hot, it doesn’t break down,” Whitacre says. Oil makers have taken that into consideration, as well as the need for compatibility with existing engine systems, says Jonathan Sheumaker, technical adviser for liquid filtration research and technology at Cummins Filtration. “There should be no impact on the filter,
To order, call (800) 430-4540 or visit www.equipmentworld.com/roady-order-form Email: roady@equipmentworld.com
2016 | EquipmentWorld.com 64 March Roady_EW_halfpage_EW0415.indd 1
3/25/15 8:52 AM
although a lower-viscosity oil should provide less restriction as it flows through the filter, which can help improve engine efficiency and fuel economy,” Sheumaker says. The new oil designated for pre-2017 engines will be PC11A, classified as CK-4. It will replace SAE 40-weight oils. CK-4 products “will be completely backwards-compatible with all current vehicles,” Arcy says. “They will be designed with improved oxidation resistance, shear stability and aeration control.” PC-11B, which will replace some SAE 30-weight oils, will be designated as FA-4. FA-4 oil will also meet those new requirements while adding lower-viscosity grades that are not suitable for older engines. Whitacre says the split category designation primarily reflects 30-weight oils, since 40-weight oils have viscosity that is much higher than the FA-4 category will allow. However, he notes the possibility for confusion about 30-weight oils in the PC-11 framework. Both 10w-30 and 5w-30 PC-11 formulations could be marketed as CK-4 or FA-4, depending on their high-temperature high-shear viscosity, Whitacre says. API is trying to figure out exactly how the industry will communicate all of this information to drivers, technicians and fleets. Some users, such as a firm operating older equipment and mixed engine types, “will only see a small impact from PC-11,” says Paul Cigala, commercial vehicles applications engineer for ExxonMobil Fuels & Lubricants. Those fleets
may only need to transition from CJ-4 to the newer CK-4 formulation. “In comparison, a fleet with a mix of older and newer equipment may choose to stock both CK-4 and FA-4 formulations,”
Cigala says. “CK-4 oils will be suitable for use in both older and newer equipment, but if the fleet is looking to enhance the fuel economy of its newer engines, it will likely decide to use the new FA-4 formulation.”
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EquipmentWorld.com | March 2016 65 Untitled-24 1
2/17/16 10:22 AM
road science | by Tom Kuennen PART
WINNING the BONUS
PAVER 3
PERFECTION Paving in echelon at the new National Corvette Museum Motorsports Track in Bowling Green, Kentucky, the Cat AP1055 paver of Scotty’s Contracting & Stone receives modified surface mix from a Weiler E2850 remixing transfer vehicle; echelon paving provides a seamless longitudinal joint between paving widths. 66 March 2016 | EquipmentWorld.com
The three-drop method – first drop at front, second drop at rear, and a third drop in the center of a truck – reduces aggregate roll-down and segregation, especially important when paving large stone mixes.
Image: Texas Asphalt Pavement Association
Image: Advanced Materials Services
This month, Equipment World continues its seven-part series on how to optimize pavement construction to win bonuses with a look at pavers. Part I: Part 2: Part 3: Part 4: Part 5: Part 6: Part 7:
Smooth Pavements through Cold Milling Smooth Pavements and Material Transfer Vehicles Smooth Pavements and Asphalt Pavers Smooth Pavements and Asphalt Screeds Compaction for Super Smooth Asphalt Pavements Super-Smooth PCC Pavements with Slipform Pavers Super-Smooth PCC Pavements with Stringless Controls
Image: Tom Kuennen
F
ollowing with cold mills and material transfer vehicles, asphalt pavers are the third element in the quest for smooth, bonus-winning pavements. Pavers are changing as electronics play a bigger-than-ever role, and best-practice principles are built into their design. The shift from asphalt pavement method specifications to performance specs – with more demanding smoothness requirements – is compelling contractors to take advantage of the technologies built into today’s asphalt pavers in order to meet those specs and win bonuses. For example, for night work, paver-mounted fluorescent lamps gave way to incandescent spotlights, which were in turn replaced by brilliant balloon lights with their dispersed flood of light. In the near future, today’s balloon lights will be replaced by 24-volt LED balloon lights, which have fewer operational issues compared to modern 120/240-volt systems. Still, the basic concept – a tractor and independent screed – has remained unEquipmentWorld.com | March 2016 67
road science | continued
changed for decades. An asphalt paver distributes and spreads a lift of asphalt in a right-of-way. “The tractor is the prime mover that is used for self-propulsion of the asphalt equipment,” says Dale Starry, global sales training manager for compaction at Volvo BlawKnox Construction Equipment. “The screed is the working tool that spreads the HMA into asphalt pavement.” The hopper-equipped tractor receives the hot, warm or cold asphalt mix and moves it to the rear of the tractor and the mounted screed, all the while moving forward. Larger Eurostyle asphalt pavers can place premium bituminous mixes in greater, wider quantities, but also can place road base, cement-treated base and roller-compacted concrete. 68 March 2016 | EquipmentWorld.com
The tractor is either tracked or rubber-tired, depending on the application and contractor preference. Today’s engines meet Tier 4 Interim, or increasingly, Tier 4 Final emission control standards. They also have the muscle to power forward or rear movement, plus hydraulic drives, internal conveyors and augers that move material rearward and laterally to the screed. Typically, trucks dump paving material into the receiving hopper at the front of the paver, making contact with push-rollers at the front of the paver, and in classic paving practice, the paver then pushes the truck forward. But, as demonstrated in last month’s article in this series, today’s best practice paving favors use of material transfer vehicles to isolate the haul truck from the paver,
Image: Tom Kuennen
Two Vögele Vision 5200-2 tracked pavers work in echelon at a high-volume runway job at the Port Columbus International Airport, Ohio.
resulting in significantly smoother pavements and reduced thermal and aggregate variation, or segregation, in the mix. At the bottom of the receiving hopper, wide conveyors move the paving media through a conveyor tunnel beneath the operator’s platform to the augers in front of the screed. These augers evenly spread the mix in front of the screed (and can be adjusted in length to match the width of the screed) so a uniform mat is placed before compaction. The screed itself operates independently of the tractor, securing and compacting the fresh mix using its own mass and internal vibration or tamping functions, if so equipped. (We’ll take a closer look at screeds in April.) The paver operator must judge three factors when determining
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A wheeled RP-190e paver from Roadtec works on soft rural subgrades in suburban Atlanta.
paving speed, Starry says. “First, the operator must see how much hot mix asphalt is being delivered to the asphalt paver. Second, the operator must look down at the width and thickness of the asphalt pavement panel being laid. Third, he must check behind the asphalt paver to see if the compactor train is able to keep up with the paver.” This balance between production and placement needs to be maintained throughout asphalt paving. If the delivery of asphalt mix to the paver is interrupted, the asphalt paver needs to stop, he says. “Current practice is to rapidly stop and start the paver, so the screed level doesn’t fluctuate due to asphalt paving speed or headof-material in front of the screed,” Starry says. “If the paver outruns the compactor train, the entire asphalt paving operation is at risk of failing to achieve target density or smoothness.” 70 March 2016 | EquipmentWorld.com
Tracked or wheeled? Depending on application or personal preference, the owner of an 8- to 10-foot-wide paver can select either tracked or wheeled propulsion. Crawler tracks have a larger contact area with the ground or road base, which permits a higher tractive effort for pushing larger trucks. They have a wide application of uses, are good on difficult terrain and can pave in widths up to 50 feet with the right screed. Modern tractors control each track separately, for easy turns or movement on a radius with a constant speed. “Track-equipped asphalt pavers offer superior traction for jobs that require wide pulls or large mixdelivery vehicles,” says Caterpillar Paving Products. “High horsepower and exceptional traction keep everything smooth and consistent, helping to produce a mat without segregation or defects.”
Models are available with steel tracks for dependable use and easy maintenance, or rubber tracks for improved mobility and smooth, quiet operation, Cat says. By contrast, wheel-equipped asphalt pavers offer superior job site mobility for applications that require more paver movement and relocation. “High horsepower and excellent mobility help operators place the mat where they want it,” Cat says. “Optional bogey wheel assist enhances rimpull to the front or rear bogeys [smaller wheels assemblies], or both, providing increased traction. Electronic self-diagnostics on the propel and feeder systems maximize maintenance efficiency and reduce machine downtime.” The versatility of the wheeled paver is put to the test in New England, where the winding two-lane blacktop roads can make it hard for a tracked paver to place asphalt at a swift pace. There, a Connecticut
Image: Tom Kuennen
road science | continued
road contractor believes an 8-foot rubber-tired paver is the top choice for best-practice paving projects on local roads. “The rubber tires make it easy to move the paver on the roads,” said Domingos Almeida, vice president, Cocchiola Paving, Oakville, Connecticut. “We can travel back and forth on the jobsite without making a mess.” In addition to the narrow, winding roads, the abundance of small intersections in semi-rural New England make the added maneuverability of his 8-foot rubber-tired Vögele Vision 5102-2 useful for the back-and-forth paving of intersections. “If you do this with tracks, they will lift the asphalt up,” Almeida said. For example, after paving one 11-foot pass to the bottom of a hill, Cocchiola’s operator simply put the paver in reverse and swiftly backed up to make the next pass, driving it as if it were an automobile. Many of the roads Cocchiola paves don’t have shoulders, with pavements flanked by dirt or sand drop-offs. Almeida said that the rubber tires give the paver the higher flotation required to prevent getting bogged down in unconsolidated shoulders or raveled road edges. “In my opinion, the rubber tires are way better for maintaining traction,” Almeida said.
Image: Tom Kuennen
road science | continued
Commonly used for decades, the interlocking truck hitch is falling into disfavor as best practice urges separation of paver from haul truck (via use of the MTV).
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72 March 2016 | EquipmentWorld.com Untitled-35 1
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Control of transfer The transfer of mix to the paver gives the contractor the greatest degree of control over the ultimate quality of the mat. That’s because the bumping of truck to paver, or stops and starts due to holdups in delivery, introduce discontinuities to the mat. In the past, stops and starts and truck bumps were simply part of the process, and it was the job of the roller operator to somehow smooth things out. But today, with project profitability dependent on meeting stringent smoothness specs averaged over long distances, every element of the paving chain has to be scrutinized and subject to best practice. For example, in decades past, a truck hitch was common on either side of the front of the paver. It clamped onto the rear wheels of the truck, holding it in place as the paver pushed the truck forward. Now, with isolation of the truck from the paver recognized as best practice, truck hitches are disappearing from the scene. There’s nothing new about most of these best practice guidelines. What’s new is the necessity to follow them to win bonuses (as initial bids are cut to the bone and the bonus becomes the source of profit). Contractors also face liquidated damages penalties for failing to meet minimum smoothness requirements, which can turn any job into a nightmare. Little wonder so much attention has been given to best practice in mix delivery, transfer, and suppression of thermal and aggregate segregation at every step of the process. Control of transfer begins at loadout in the plant, where aggregate segregation should be quelled by use of the three-drop process. It includes: a drop in the front of the truck body, one in the rear, and a final drop in the middle, with the driver moving the truck body to-and-fro. The extra effort is worth it, as it minimizes segregation in the truck body during loading and hauling.
The paver hopper receives and stores asphalt mix from a haul truck, MTV, or in the case of constrained spaces, a skid steer loader. Best practice says the mix must be delivered at a pace that ultimately provides a constant head of material in front of the screed. The hopper will always hold more mix than is needed at the time, thus the paver can continue
to advance during truck exchanges. Storage is boosted with the use of a hopper insert, when fed by an MTV, or with a windrow elevator, as is the practice out west. Undesirable segregation of aggregate within the mix takes place during the haul: The longer the haul, the more the segregation. Endof-truck material segregation – or
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Image: Tom Kuennen
road science | continued
An operator platform with a seat that swings out to the side of the paver offers exceptional visibility to jobsite.
truck-to-truck and truckload-to-truckload segregation – can be reduced when the end dump haul truck bed is raised before opening the back gate. When the gate is finally opened, the mix is discharged from the truck bed as a mass into the paver hopper. This rapidly fills the paver hopper, and prevents the coarser particles from collecting in the paver wings. “When unloading a truck into a paver hopper, it is important to discharge the material as a mass instead of dribbling the material into a paver,” said the late J. Don Brock, former chairman of Astec Industries, in his technical paper Segregation: Causes and Cures. “To do this, the bottom of the truck bed needs to be in good condition and lubricated so that the entire load will slide rearward,” Brock said. “To further assure that the material is discharged en masse, elevate the truck bed to a large, but safe, angle. Rapid truck discharge floods the paver hopper and minimizes material run-around that often occurs at the tail gate. Rapid discharge prevents an accumulation of coarse material on the outside of the paver wings. Dump the truck so as to flood the hopper.”
Don’t empty the hopper When the quantity in the hopper dwindles, the sides, wings, or wings of the hopper may be lifted together, or individually, to force mix on the sides down the center of the hopper and onto the conveyor below. But, the hopper should not run low, as segregation may
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road science | continued occur. If the hopper empties and the wings are lifted, larger-size, cooled aggregate in the hopper may tumble onto the conveyor as a mass, making its way into the mat with thermal and aggregate segregation cooked in. If the crew must wait on trucks, it’s better to slow the forward movement while keeping a minimum amount of mix in the hopper. The operator must balance the amount of mix in the hopper with the frequency of deliveries, the feed rate (by manipulating the speed of the conveyor and augers or flow gate openings) and the forward speed of movement. Many of today’s pavers will do this automatically within the set parameters. “Do not completely empty the hopper between each truck load,” Brock said. “Coarse material tends to roll to each side of the truck bed, and thus, rolls directly into the wings of the hopper. By leaving material in the hopper, the coarse material has a better chance of being mixed with finer material before being placed on the road.” Dump hopper wings only as required to level the material load in the hopper, he said, as dumping eliminates the valleys in the material bed, thereby minimizing the rolling that occurs when unloading and allowing the truck tailgate to fully swing open and flood the hopper with mix. “Open hopper gates as wide as possible to ensure that the augers are full,” Brock added. “Closing the gates and starving the augers for mix causes fine material to drop directly on the ground, causing coarser material to be augured to each side.” In addition to running the paver as continuously as possible, stopping and starting only when necessary, augers must also be run continuously, Brock said. “Auger speed should be adjusted
so that a continuous, slow flow of material occurs,” he said. “Augers that run at high speeds are cycling on and off continuously, and contribute significantly to segregation at the paver. If augers are running too fast, the center of the mat will be deficient of material and will typically result in a coarse strip.”
The Asphalt Institute recommends operating the paver speed and feed gates to keep the augers turning 85 percent of the time, keeping forward motion at least 75 percent of the time, and maintaining feed augers with proper head and uniform flow of material to the screed.
EquipmentWorld.com | March 2016 77 Untitled-5 1
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CONGRATULATIONS
to the 2015 Contractor of the Year winner and finalists IN
R
E
N
W
Lawrence Merle
Andrew Allen
Jason Ciavarro
Sean McDowell McDowell Construction Corporation Menomonee Falls, Wisconsin
Supreme Metro Corp South Plainfield, New Jersey
R.J. Allen, Inc. Garden Grove, California
Joseph Delgado
Andrew Brown
Dan Corrigan
Bradley Grubaugh
TCW Construction Lincoln, Nebraska
Andrew Brown General Engineering, Inc. Paso Robles, California
C-3 Environmental Specialties Schertz, Texas
Bradley Excavating, Inc. Colorado Springs, Colorado
Genesee Construction Service Dansville, New York
David Spurr
Allen & Tyson Feller
Spurr Company Paso Robles, California
Feller Enterprises St. George, Utah
Timothy Humerick Humerick Environmental Construction Service College Grove, Tennessee
Sponsored by:
Jeff Pettiecord & Nick Wylie J Pettiecord, Inc. Des Moines, Iowa
contractor of the year | by Marcia Gruver Doyle | MGruver@randallreilly.com
Joseph Delgado Lincoln, Nebraska
TCW Construction Year started: 1998 Number of employees: Up to 100 at peak season Annual revenue: $14 to $15 million Markets served: Road and airport construction, ready-mix concrete, crushing and metal building construction
Nebraska contractor uses DBE as a stepping stone for prime road building work
T
he TCW in TCW Construction stands for “Tony’s Cement Works,” a tribute to the company started by Joe Delgado’s father, Lorenzo (Tony) Delgado. “We use his wheelbarrow logo to this day,” says Delgado, president of the Lincoln, Nebraska firm. In true American dream fashion, however, the son’s company has far eclipsed what his father started. While his father’s firm concentrated on driveways, sidewalks and patios, TCW now does $14 to $15 million in annual revenues paving streets and airports, operating a ready-mix plant, and holding the local franchise for Butler Buildings. “I didn’t think I was going to college, because my parents were not well off and the Bottoms area of Lincoln is not an area where a lot of kids went on to
school,” Delgado recalls. But, an opportunity arose, and eventually, armed with a construction management degree from the University of Nebraska, Delgado began working for the giant Kiewit Corporation on jobs in Colorado. After several years with Kiewit, home called, and Delgado joined his father in 1985.
Diversification and expansion TCW immediately expanded its focus after Delgado came home, doing large box culverts and bridge jobs for the Nebraska Department of Roads, and cleaning up contaminated soils for the U.S. Army Corps of Engineers. After buying the firm in 1998, Delgado started Husker Ready Mixed Concrete and bought a Butler Building franchise. Delgado started Husker Ready Mixed Concrete in EquipmentWorld.com | March 2016 79
contractor of the year | continued
TCW started crushing rock to recycle materials from its jobs and ready-mix operation. 80 March 2016 | EquipmentWorld.com
response to the rigors of placing roadway concrete and because TCW’s ready-mix supplier at the time couldn’t meet the company’s demands. “It has helped foster our competitive abilities in all avenues of the concrete industry,” Delgado says. Eventually, the firm acquired a crusher to process the excess concrete, both from TCW’s jobs and from the ready-mix plant. “This gives us aggregate for both ourselves and our clients,” Delgado says. “Most of what we crush goes back into construction, such as creating roadway base and pipe bedding.” Concentrating on concrete, the company paves roads and airports, and also does curb and gutter work. “The road jobs, in particular, have really helped us get the volume of
work,” Delgado says. “About the only thing we don’t do is massive earthwork.” Erecting buildings, along with installing culverts, keeps his crews busy during the winter. During peak summer times, TCW’s crew expands from 30 to around 100. TCW partners include Delgado’s brothers; Scott, who manages Husker Ready Mixed Concrete, and Ryan, a field superintendent.
Fleet matters TCW’s fleet includes excavators, wheel loaders, backhoes, compactors and compact track loaders. Its truck fleet has 12 side dumps and 15 ready-mix trucks. Delgado says he’s come to appreciate the compact track loader. “We’ve switched almost completely from skid steers to
TCW paved about 45,000 square yards of 6-inch deep runway at the Beatrice, Nebraska, airport this year. The existing runway was pulverized in place. Then, crews placed 2 inches of base material prior to paving.
Under Nebraska law, agricultural tractor manufacturer’s performance claims – including drawbar performance – must be verified by the Nebraska Tractor Test Laboratory (NTTL). In 2007, TCW reconstructed the NTTL test track, a project that required exacting smoothness tolerances. According to NTTL, drawbar testing on the new track had a difference of less than 0.15 percent compared to the old track. In a letter of recommendation, NTTL expressed its “overall delight with the final result of a precision concrete job.” TCW won the Associated General Contractors Build Nebraska Award for this project.
compact track loaders because they allow you to get in the mud and not sink, and you can easily grade with them,” he says. With four fulltime mechanics, TCW does most maintenance and repairs in house. “That way, we can fix machines on our schedule and pay attention to our own fires,” Delgado says. Because of Delgado’s MexicanAmerican heritage, TCW is classified as a Disadvantaged Business Enterprise (DBE), a designation that helped the company get started with NDOR work. “When we first started, we didn’t have bonding, and the DBE designation helped us with that. In fact, we still have the same bonding company as we did when we started.” TCW started as a sub, but now is a prime contractor as well. “We like prime work better because we can determine our own destiny,” Delgado says. “Not everybody cares for the DBE program, but if people get a fair price, it makes it so much easier. Now, we have come to a point where we don’t have to have a DBE designation.” “They are an aggressive company… in a respectful sort of way,” says client Ray Hernandez with Beatrice Ford, which has used TCW’s building services. Adds Andy Biel with consulting engineer Alfred Benesch
& Company: “Joe is one of the most ethical contractors I’ve met. He goes the extra mile to make an owner happy. If something’s in a gray area, he’ll take care of it.” And, says Biel, the company’s journey from a DBE sub to a large prime contractor has been interesting to watch. “They’re not going to buy work; they want to win projects the right way.”
Industry support Delgado believes in supporting his industry, and has served on the boards of the Nebraska Associated General Contractors, the Nebraska Concrete Pavement Association and the Durham School of Architectural Engineering and Construction at the University of Nebraska. His involvement with these groups helps keep him aware of state and federal construction issues. Delgado calls the Fixing America’s Surface Transportation (FAST) Act, signed by President Obama in early December, “huge for us.” Delgado is also encouraged because Nebraska is considering a Transportation Innovation Act, which would transfer $150 million from the state’s cash reserve fund to finance road projects. “These two things mean the grassroots efforts of contractors are working,” he states. EquipmentWorld.com | March 2016 81
OUR LONG-LASTING EQUIPMENT NEEDS LONGER-LASTING OPERATORS.
Find a wide range of jobsite safety tips and other resources at ditchwitch.com/safety.
safety watch | by Tom Jackson | TJackson@randallreilly.com The accident: It was a mild spring day in Tennessee, when a veteran heavy equipment operator climbed aboard his dozer and began pushing shale rock into stockpiles. The owner of the equipment was also working nearby, picking up the shale with a wheel loader and placing it in dump trucks for removal. Although functional, the dozer was almost 40 years old. After lunch, the dozer operator resumed work, but unable to loosen any shale from an embankment, he put the dozer into reverse. After backing up approximately 6 feet, a hydraulic line on the left side of the dozer burst, spraying hot hydraulic fluid across the exhaust manifold. Moments later, flames engulfed the operator. The hydraulic fluid continued to spray from the leaking hose. The owner described it as looking like a blow torch -- with fire shooting out of the engine and back toward the open (ROPS-style) cab. The operator jumped out of the cab with his clothes on fire. The owner got off his wheel loader and ran to the operator, rolling him on the ground and raking dirt over him to extinguish the flames. An ambulance was called and the victim was taken to a nearby hospital, but he died the next day. The owner of the equipment also suffered burns after attempting to shut off the dozer, and remained hospitalized for six weeks.
Cause of the accident Tennessee OSHA (TOSHA) identified the source of the fire as a ruptured hydraulic hose in an assembly that powered the dozer’s lift cylinder. The assembly was
Illustration by Don Lomax
Why you do a daily, visual walk around – with a checklist‌
approximately 10 inches from the engine compartment. Six years earlier, the manufacturer of this dozer sent owners a service letter indicating that the design of the hose routing on this model could result in excessive abrasion and recommended a modification. However, the owner of the dozer did not act on the information or take corrective action. TOSHA concluded that the hose failed just 2 inches away from the area identified in the service letter. Although this company had been in business for 55 years, its operators were left to perform their own equipment inspections. The company did not use checklists or train operators how to observe potential problems. The company did not have a written safety program or any safety training documentation.
Prevention 1. This accident might have been prevented had the owner trained his operators on daily walk-around
inspections and used a safety checklist. A thorough inspection takes no more than 10 minutes, yet would have caught a bulge in the hydraulic hose, leaks or excessive abrasion. Defective components or equipment should have been removed from service until the necessary repairs were made. 2. Recommendations in OEM service letters and technical bulletins should always be followed, and the information therein should be passed on to operators and field supervisors. 3. Employers should designate a supervisor (or a trained competent worker) to ensure that daily, pre-shift equipment checks are completed, corrective actions are verified and that records of those repairs are maintained. 4. Employers should develop, implement and enforce a comprehensive written safety and health program for all workers, including training in hazard recognition and the avoidance of unsafe working conditions.
NIOSH In-house FACE Report 2006-05. For more information, go to www.cdc.gov/niosh/face/in-house/full200605.html. Date of safety talk: Attending:
Leader:
Sponsored by
_____________________ EquipmentWorld.com | March 2016 83
alerta de seguridad | por Tom Jackson | TJackson@randallreilly.com El accidente: Era un agradable día de primavera en Tennessee, cuando un experimentado operador de equipos pesados subió a su motoniveladora para apilar piedra de esquisto. El propietario de la maquinaria estaba también trabajando cerca, levantando rocas con un cargador de ruedas y colocándolas en camiones volquetes para su evacuación. Aunque operativa, la motoniveladora tenía casi 40 años. Después de almorzar, el operador de la motoniveladora regresó a la tarea, pero como no pudo aflojar la piedra de un montículo, puso la máquina en reversa. Tras retroceder unos 6 pies, una línea hidráulica del lado izquierdo reventó rociando el líquido hidráulico caliente sobre el múltiple del escape. Momentos después las llamas envolvieron al operador. El líquido hidráulico siguió esparciéndose de la manguera con fuga. El propietario la describiría con la apariencia de una máquina soldadora, con el fuego saliendo disparado de la máquina hacia la cabina abierta con estructura de protección contra volcaduras (ROPS, por sus siglas en inglés). El operador saltó de la cabina con sus ropas ardiendo. El propietario salió de su cargador y corrió hacia el operador, haciéndolo rodar sobre el suelo y echándole tierra encima para apagar las llamas. Se llamó a una ambulancia y la víctima fue llevada a un hospital cercano, donde falleció al día siguiente. El propietario de la maquinaria también sufrió quemaduras después de intentar apagar la motoniveladora, y permaneció hospitalizado seis semanas.
Causa del accidente La OSHA de Tennessee identificó el origen del incendio en una manguera hidráulica rota en un ensamblaje que daba poder al cilindro de elevación de la motoniveladora. El ensamblaje estaba a unas 10 pulgadas del compartimento del motor. Seis años antes, el fabricante de esta motoniveladora envió a los propietarios una carta de servicio indicando que el diseño del trayecto de la manguera en este modelo podía provocar una abrasión excesiva y recomendaba una modificación. Pero el propietario no hizo nada con la información ni tomó acción correctiva alguna. La OSHA de Tennessee llegó a la conclusión de que la manguera falló a escasas dos pulgadas de distancia del área identificada en la carta de servicio.
Illustration by Don Lomax
Lo importante de una inspección visual diaria con una lista de control…
Aunque esta compañía había estado en funcionamiento por 55 años, sus operadores quedaban a cargo de sus propias inspecciones de las máquinas. La compañía no usaba listas de control ni capacitaba a los operadores sobre cómo observar problemas potenciales. La empresa no tenía un programa de seguridad por escrito ni ninguna documentación de capacitación en seguridad.
Prevención 1. Este accidente pudo haberse prevenido si el propietario hubiera capacitado a sus operadores a realizar inspecciones visuales diarias usando una lista de control de seguridad. Una inspección detallada no toma más de 10 minutos, aun así, hubiera podido detectar una protuberancia en la manguera, goteras, o una abrasión excesiva. La maquinaria o los componentes defectuosos deberían haber sido retirados de servicio hasta realizar las reparaciones necesarias. 2. Deberían seguirse las recomendaciones incluidas en las cartas de servicio y los boletines técnicos de los fabricantes originales (OEM, por sus siglas en inglés), y la consiguiente información debería transmitirse a los operadores y supervisores de campo. 3. Los empleadores deberían designar un supervisor (o un trabajador capacitado competente) que se asegure de que todos los días se completen inspecciones de maquinaria previas a los turnos de trabajo, que se verifiquen las acciones correctivas, y que se mantengan los registros de dichas reparaciones. 4. Los empleadores deberían desarrollar, implementar y hacer de cumplimiento obligatorio un programa de seguridad y salud para todos los trabajadores, incluyendo capacitación en reconocimiento de riesgos y cómo evitar condiciones inseguras de trabajo.
Para más información NIOSH In-house FACE Report 2006-05.
For more information, go to www.cdc.gov/niosh/face/in-house/full200605.html. Fecha de la charla de seguridad: Asistentes: 84 March 2016 | EquipmentWorld.com
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heavy trucks | by Tom Jackson | TJackson@randallreilly.com
International debuts new Class 8 lineup, the HX series vocational trucks The HX series is International’s first completely new truck since 2010.
I
The three-piece Metton hood is lighter and more damage resistant than fiberglass.
An air ride suspension takes some of the jolt out of rough construction sites.
nternational’s new HX series of Class 8 vocational trucks is the company’s first completely new line since 2010. It will replace the longestablished Paystar series. To stand up to the twisting and racking forces encountered on uneven ground, the new HX Series trucks have a huck-bolted frame and cross members, and a 12.5-inch by 0.5-inch single frame rail. Rated at 3.5 million rbm (resistance bending moment, a measurment of strength), the rail weighs 13 percent less than a 10-inch rail, which increases payload. The cab is constructed of aluminum, for rustproof longevity, and sits on an air-ride suspension system and 52-inch springs to provide some relief from the bumps and ruts found on most construction sites. The wheel cuts crank to 40 degrees for increased maneuverability in tight spaces. A three-piece Metton hood further reduces weight, and is less prone to damage and cracking than fiberglass. Inside, the cab features all the bells and whistles drivers have come to expect in a premium truck, including standard power windows and locks, air conditioning, tilt and telescoping steering wheel, LED lighting and an angled right-hand console for better visibility to gauges. The doors swing on long-lasting stainless steel piano hinges. If you have occasion for recovery work, the HX EquipmentWorld.com | March 2016 87
heavy trucks | continued
Driver comfort and productivity were both goals in the cab design.
GEAR UP
with Beka-Max for the long haul! Long after your old-style spring-driven auto-lube system starts showing its age, Beka-Max systems keep pumping at peak efficiency. • No springs - eccentric gear drive resists wear, fatigue and cold • Consistent results in all weather, all climates • Resists deterioration from harsh environments and road treatments Find out why industries are choosing today’s best-built auto-lube systems. Call 1.888.862.7461 or email us at info@beka-lube.com.
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series also sports a tow pin with a 150,000-pound rating, which International says is the industry’s highest. The company is offering four models of HX series trucks, both set-forward and set-back front axle models, in either short or long hood. The company premiered three models, including: • The HX515 - a 115-inch BBC set-forward axle for concrete mixer, construction dump, refuse/roll-off tractor and crane applications. • The HX615 - a 115-inch BBC setback axle for concrete mixer, construction dump, platform stake/crane, or refuse/roll-off tractor applications. • The HX620 - a 120-inch BBC set-back axle for use as a heavy haul tractor, construction dump or as a platform stake/crane. A fourth model, the HX520, will be unveiled at Truck World in Toronto in April. It features a 120-inch BBC set-forward axle for heavy haul, construction dump and platform stake/ crane applications. The HX515 and the HX615 models will come with Navistar N13 engines. The HX520 and HX620 models offer the Cummins ISX15 engine.
Mack Trucks expands telematics program
M
ack says the first four dealers have now been trained and certified on the backend of its GuardDog Connect telematics program, including: • Vision Truck Center of Mississauga, Ontario, Canada • Vanguard Truck Center of Phoenix, Arizona • Nextran Truck Center of Birmingham, Alabama • Westfall O’Dell Truck Sales of Kansas City, Missouri All four were part of the Certified Uptime Center pilot program. To get certified in this program, the dealers went through an eightweek course that included training in standardized workflows and service processes. They also had to redesign their service bays for fast turnarounds. Mack’s certified dealers are instantly notified when the truck’s telematics system signals an alert. The system will also tell the driver if he needs immediate work done, and direct him to the nearest dealer. Meanwhile, it simultaneously tells the dealer what the problem is, what materials or supplies will be needed to fix the problem and to schedule an open day for the truck’s arrival. Mack says this all-hands-on-deck approach is necessary because the latest industry statistics indicate that the average truck experiences four days of downtime for most typical repairs. The typical repair, however, only requires three and half-hours of actual mechanical work. The rest of that waiting period is wasteful downtime. For truck owners who already run third party telematics systems on their trucks, Mack is currently in discussion with a number of third-party vendors. Mack is also
considering integration with the AEMP Telematics Standard, which is awaiting ISO certification some time this year.
Material Handling Construction Agriculture Forestry Mining Crane Paving Short Lead-times from North American Distribution Locations
CONTACT YOUR LOCAL DEALER OR DISTRIBUTOR AT: 800-459-SEAT (7328) / WWW.CVGRP.COM EquipmentWorld.com | March 2016 89
Equipment reviews by owners for owners Equipment World’s Reader Reviews is your new go-to source for an in-depth unbiased look at how contractors evaluate the models they own.
Current reviews include: • Bobcat S650 skid steer • Case 580 Super N backhoe • Cat 336E L excavator
Go to EWReaderReviews.com to find out how contractors rate the machines they own.
pro pickup | by Wayne Grayson | WayneGrayson@randallreilly.com
Ford tempts developers with Drone-to-Vehicle Challenge, now offers expanded Auto Start-Stop
W
ith all the applications for drones in construction, transportation, and search and rescue, it’s no wonder that Ford is exploring ways to integrate drone technology into the popular F-150. The automaker has partnered with leading drone manufacturer DJI to issue a challenge to developers and drone enthusiasts; to create software that would give the F-150 the capability to serve as a mobile base station for drones, allowing the truck to launch the aircraft with the touch of a button on the dash and maintain communication during flight. Ford’s Drone-To-Vehicle Challenge is offering $100,000 to any developer who can engineer a communications system that allows a drone to talk to
the Ford SYNC information center in the F-150. The primary goal of the competition is to supply the United Nations with the capability to inspect hard-to-reach emergency zones, such as those hit by earthquakes or tsunamis, with a drone from the cab of an F-150. Here’s how Ford says it would like the system to work: In a disaster, an emergency response team would drive an F-150 as far as possible into an emergency zone. Using the Ford SYNC 3 touch screen, the driver could select a target area and then launch a drone by accessing an app projected through the Ford SYNC AppLink. The drone would then follow a designated flight path over the zone, capturing video and creating a map of survivors (with associated
close-up pictures of each). Using the driver’s smartphone, the F-150 would establish a real-time link between the drone, the truck and the cloud, so that data can be shared between the three. Navigation data will be relayed to the drone, allowing the truck’s driver to continue to a new destination. After the surveillance at that location has been completed, the drone can then catch up and dock with the truck. Ford notes that though UN search and rescue is the primary objective of this challenge, the resulting software could eventually be used in agriculture, forestry, construction, bridge inspection and more.
Auto Start-Stop Ford has also announced that it is expanding the availability of some hybrid features in the F-150. Auto EquipmentWorld.com | March 2016 91
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THE FUTURE OF TRANSPORTATION INFRASTRUCTURE
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pro pickup | continued Start-Stop, first available on the 2015 F-150 (and initially only available on models equipped with the 2.7-liter EcoBoost V6) will now be available on 2017 models equipped with the 3.5-liter EcoBoost as well — including the 2017 Raptor. The feature is engaged by default on applicable F-150s upon startup. When the driver brakes and comes to a complete stop, the engine automatically shuts off. A light on the instrument cluster alerts the driver to the shutdown. When the brake pedal is released, the truck restarts with no delay. If the number of starts and stops sounds worrisome, Ford says the truck is equipped with a “heavyduty starter and battery to compensate.” According to Ford, the feature doesn’t always shut the engine off; for example, when the engine is still warming up, the temperature outside is too hot or cold, or if the heat and air-conditioning in the truck is in high use. The feature is
also automatically disabled if you’re towing a trailer or using the 4-high or 4-low feature of the four-wheel drive system. Ford says that based on the rate of uptake in F-150 models equipped with EcoBoost engines, trucks equipped with Auto Start-Stop could soon represent more than 60 percent of its truck lineup.
How to convert a Mercedes Sprinter into a dump truck Mercedes-Benz announced this week that RENNtech, a longtime Mercedes customizer based in Stuart, Florida, has mastered modifying the versatile Sprinter cab chassis so that it can be transformed into stronger workhorse vehicles, including a dump truck. Once RENNtech’s Sprinter Extreme is
fitted with the Scattolini ScattoMaax Tipper Bed, it becomes a dump truck that can haul up to 5,200 pounds and dump from the passenger side, driver side, or rear. The dump truck configuration is one of several enhancements available through the Mercedes’ MasterUpfitter program. Stock from the factory, the Sprinter cab chassis can be transformed into various vehicles, including a bus, RV, ambulance or box truck.
EquipmentWorld.com | March 2016 93
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final word | by Tom Jackson TJackson@randallreilly.com
The art of listening
I
How the military does leadership, Part 3 (second in a series)
n the summer of 1985, I got lost in the woods of western Germany. It wasn’t my fault, but that of a still wet-behind-the-ears second lieutenant. Mr. Butterbars had apparently failed to discern the finer points of map reading in his brief military education, yet refused to listen to the more experienced NCO in our ranks. This was no ordinary hike in the woods, but what the Army calls a 48-hour forced road march; a grueling trek of nearly 60 miles while carrying a full pack, canteens and an M-16. The lieutenant and the NCO started arguing on the second day. But when 48 hours had passed and we were nowhere near our objective, things got heated. The NCO finally convinced the lieutenant to reroute, but it took us an additional five hours of marching to get back on track. When we finally dragged into camp, there was a captain and a major waiting outside the ops tent. I never heard the final disposition, but it’s likely the lieutenant didn’t advance much further in the Army. It is a tradition (in all of the armed services) to pair junior officers with more experienced NCOs, and it serves a useful purpose. It forces the young officers to listen to, and respect, the voices of experience whom they often outrank. The British Army also has a tradition (or they used to back in the 1980s) that put the officers and enlisted together, with plenty of alcohol, at the end of a major field exercise. The purpose was to let the enlisted men blow off steam and criticize anything they thought went wrong with the exercise, but with no repercussions. The
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next day, everybody returned to their respective roles. But the airing of grievances, even just once, helped the units get smarter and build greater cohesion. In successful companies in the civilian world, you will likely find company officers who are similarly gifted in this practice. Unfortunately, too many companies just give it lip service. They talk about “accessibility” or “management by wandering around.” Leaders say, “My door is always open.” The trouble with these sentiments (and that’s all they are) is that they’re passive. They depend on subordinates taking the first step, which is the antithesis of leadership. The military, in contrast, forces the higher ranking junior officers to seek out the NCOs, thus requiring the leaders to take the initiative. It’s a simple formula. As a leader in your company, your first have to figure out what you need to know, but don’t. Then, find out who does know and actively seek their advice. It could be a senior vice president, a superintendent, or just a laborer who’s relatively new to your company. I’ll be the first to admit that this doesn’t always happen in the military. There are a lot of “my way or the highway” types in uniform. But, as General Patton once said: “If everybody in the room is thinking the same thing, then somebody isn’t thinking.” To that, I can only add: If everybody in the room is thinking the same thing, it might be because they’re afraid to tell you what you really need to know…or are certain that you aren’t going to listen anyway. If that’s the case, it’s not their problem to fix. It’s yours.