EQW0319

equipmentworld.com | March 2019

®

22

P. COMPACT TRACK LOADERS: OEMs rev up their CTL lineups

SPECIAL REPORT:

HELP WANTED: The broadening impacts of the technician shortage........

P.

40

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Vol. 31 Number 3 |

Cover Story

table of contents | March 2019

MACHINE MATTERS:

COMPACT TRACK LOADERS TREADING DIFFERENT PATHS

OEMs roll out new lines or redesign popular models to boost comfort and performance

P.

Equipment 19

Marketplace

New Volvo and Takeuchi excavators.

Wheel loaders by Cat and Deere. Product launches from Bobcat and PhilippiHagenbuch.

22

51 World of Concrete 2019

64

Batteries get bigger, dust suppression a must in latest portable power tools.

Lifting attachments from Bobcat, Deere, Genie, JLG, Kubota, Manitou, Tobroco-Giant and Vacuworx.

Lifting Attachments

EquipmentWorld.com | March 2019

5

table of contents | continued

Features

®

40 Special Report: Tech Shortage

equipmentworld.com facebook.com/EquipmentWorld twitter.com/Equipment_World

54 Road Works

Editorial Director: Marcia Gruver Doyle Executive Editor: Tom Jackson Online Editor: Wayne Grayson Senior Editor: Joy Powell Managing Editor: Don McLoud Contributing Writer: Richard Ries editorial@equipmentworld.com

Call it the perfect storm, one that’s been gathering for decades.

Accelerated Bridge Construction picks up speed.

61 Contractor of the Year Finalist

Jon Claycomb, Claycomb Excavating, New Enterprise, Pennsylvania

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9 On Record

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The future electric

11 Reporter ‘Bauma Industry Barometer’: high global machine investment, slow digitization.

37 Quick Data

Double drum compactors

67 Safety Watch Gasoline bomb

Word 74 Final The Green New Deal For subscription information/inquiries, please email equipmentworld@omeda.com. Equipment World (ISSN 1057-7262) is published monthly by Randall-Reilly, LLC, 3200 Rice Mine Road N.E., Tuscaloosa, AL 35406. Periodicals Postage-Paid at Tuscaloosa, Alabama, and at additional mailing offices. POSTMASTER: SEND ALL UAA TO CFS (SEE DMM 507.1.5.2). Non-postal and military facilities: send address corrections to Equipment World, P.O. Box 2029, Tuscaloosa, AL 35403 or email at equipmentworld@ omeda.com. Rates for non-qualified subscriptions (pre-paid US currency only): US & possessions, $48 1–year, $84 2–year; Canada/Mexico, $78 1–year, $147 2–year; Foreign, $86 1–year, $154 2–year. Single copies are available for $6 US, $9 Canada/Mexico and $12 foreign. The advertiser and/or advertising agency will defend, indemnify and hold Randall-Reilly, LLC harmless from and against any loss, expenses or other liability resulting from any claims or suits for libel violations of right of privacy or publicity, plagiarisms, copyright or trademark infringement and any other claims or suits that arise out of publication of such advertisement. Copyright ©2018 Randall-Reilly, LLC, all rights reserved. Reproduction in whole or in part without written permission is prohibited. Equipment World is a trademark of Randall-Reilly, LLC. Randall-Reilly, LLC neither endorses nor makes any representation or guarantee regarding the quality of goods and services advertised herein.

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March 2019 | EquipmentWorld.com

Best Editorial Series, 2018, Construction Media Alliance Eddie award for B-to-B Series of Articles, 2016 Highways 2.0, Folio: magazine Editorial Excellence, Original Research, Silver Award, 2016 American Society of Business Publication Editors Jesse H. Neal Award, Better Roads, 2011 American Business Media Robert F. Boger Award for Special Reports, 2006, 2007, 2008 Construction Writers Association Jesse H. Neal Award, Best Subject-Related Series of Articles, 2006 American Business Media Editorial Excellence Special Section Gold Award, 2006 Midwest-South Region, American Society of Business Publication Editors

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on record | by Marcia Gruver Doyle MarciaDoyle@randallreilly.com

The future electric

I

n releasing a study funded by the Associated Equipment Distributors Foundation, Barrie Kirk, executive director of CAVCOE (formerly the Canadian Automated Vehicles Centre of Excellence), made a bold prediction: by the 2030s – or in roughly a little over 10 years – 80 percent of the heavy equipment sold will use electric powertrains.

Although there was some general head shaking about that prediction among engine manufacturers who participated in a panel at the AED Summit in February, there’s little doubt the industry is on the electrification path, no matter the end date.

And the development pace is quickening.

At last year’s Intermat show in Paris, Wacker Neuson announced its E217e compact excavator, saying it may come to North America this year. In December, Hyundai and Cummins announced they are jointly developing a batterypowered prototype excavator that can work an eight-hour shift on a three-hour charge. Volvo Construction Equipment said in January that by mid-2020 it would launch as many as 10 electric compact excavators and compact wheel loaders – and went so far as to say it would eventually no longer offer diesel versions of these machines.

Also in January, Caterpillar Venture Capital invested in electric car and battery maker Fisker, intended to spur development of heavy equipment applications for solid-state battery technology.

This electrification push has also been felt in the on-highway transportation sector, with Cummins announcing an electrified powertrain, Nikola Motor’s development of the hydrogenelectric Nikola One hybrid and Elon Musk’s

Tesla electric truck project, to mention a few.

Volvo Trucks delivered its first all-electric refuse trucks in February.

And just a few weeks ago, attendees at the American Rental Association saw at least four electric prototypes and production models on display: • JCB’s 1.9-ton 19C-1 E-Tec electric excavator, which JCB says it will intro later this year.

Working on a 12-hour battery, the electric unit is said to match its diesel counterpart spec for spec, including in breakout force and maximum dig depth.

• Takeuchi is now ready to intro its second allelectric compact excavator, the 23-horsepower e210R, which has a four-hour charge time.

• Both Toro and Ditch Witch displayed electric prototypes – Toro’s e-Dingo compact utility loader and Ditch Witch’s c12e walk-behind trencher – cited as one example of the synergies that brought the two companies together.

(In an announcement that elicited gasps throughout the industry, Toro revealed in mid-February it had bought the family-owned Charles Machine Works, parent of the Ditch Witch brand. More on that next month.)

Of course, battery power is old news to some in the industry, including the aerial lift segment and those who produce demolition robots. And much of how far and how fast this movement grows depends in part on battery technology.

I’m sure I failed to mention some company doing something somewhere on the electrification front, but that underlines my point. There’s too much happening here for construction equipment users not to take note… and start to discover whether these machines have a place in their future fleets.

EquipmentWorld.com | March 2019 9

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reporter

| staff report

‘Bauma Industry Barometer’: high global machine investment, slow digitization of industry

Klaus Dittrich

I

nternational investment in construction equipment is expected to continue to grow in 2019, according to a study released by Messe Munchen, sponsor of the world’s largest construction equipment trade show, which will be held April 8-14 in Munich, Germany.

The “Bauma Industry Barometer” indicated a high level of willingness globally to invest in the construction machinery industry.

Going into 2019 “the industry is doing brilliantly,” said Klaus Dittrich, chairman and CEO of Messe München, while presenting the results. “The majority of the respondents assume that investments will remain at a high level. This illustrates the extraordinarily positive mood with regard to the economic development of the

construction machinery industry. But it also shows that an above-average willingness to invest is necessary in order to remain competitive in the long term.”

A total of 44 percent of the respondents plan to increase the investment volume for their companies, according to the study, which polled 10,000 industry experts from June to August 2018.

Other findings of the survey underline widely acknowledged issues: respondents say the lack of skilled workers is their top challenge and the megatrend of digitization is still in its infancy.

More than half of the respondents (58 percent) regard the shortage of skilled workers as the greatest challenge for the industry. This is a major problem for traditional industrialized countries, but less so for populous counEquipmentWorld.com | March 2019 11

reporter |

continued

tries such as China and India.

Other key challenges include increasing competitive and price pressure (31 percent), tighter environmental regulations (24 percent) and the digitization of business processes (19 percent).

While digitization is increasingly finding its way into the construction machinery industry, it has a long way to go, according to the survey. Only 4 percent of respondents see themselves as leaders in terms of digitization.

More than half of the respondents have already digitized parts of their companies or started to do so. However, 22 percent are still waiting to see what happens, and 20 percent see no need for action.

Respondents also said electromobility is one of the industry’s most important fields of research, along with digital networking, business

information modeling and the Internet of Things.

Show details Expanded to 18 halls, Bauma boasts 2.1 million square feet of indoor exhibit space and an additional 4.5 million square feet of outdoor space.

The show also has a new digital platform for exhibitors. For the first time, visitors to Hall B0 can experience virtual and augmented reality.

A combination of images, sound and sensor feedback such as wind will make that possible. “The booths have size limits, but the digital area is limitless,” says project manager Mareile Kastner. In addition to the VR hall, many exhibits throughout the show will include a virtual reality perspective on machine maintenance.

–Therese Dunphy

Trump: Build American roads with American materials

E

xpanding on his 2017 “Buy American” directive, President Trump signed an executive order that asks recipients of federal funding for infrastructure projects to use American materials.

“We want American roads, bridges and railways and everything else to be built with American iron, American steel, American concrete and American hands,” said Trump in signing the executive order.

The executive order asks federal agencies to buy American whenever possible. It also applies to federal

12 March 2019 | EquipmentWorld.com

assistance such as loans, grants and interest subsidies.

The order specifically calls out iron and steel products, saying that “produced in the United States” means that “all manufacturing processes, from the initial melting stage through the application of coatings, occurred in the United States,” according to the executive order.

White House officials said the previous executive order prompted a $24 billion increase in the purchase of American-made products, driving U.S. government spending on foreign goods to its lowest point in 10 years.

–Marcia Gruver Doyle

Briefs Caterpillar sales and revenues were up 11 percent for the fourth quarter and up 20 percent for all of 2018 over 2017.

The company also saw its highest adjusted profit per share in company history at $11.22 – a 63 percent increase over 2017.

Manitou Group’s adjusted revenues grew 19 percent in 2018 when compared to 2017, and 22 percent for the fourth quarter. The company reports that its orders for products surpassed €1 billion ($1.144 billion) at the end of the fourth quarter, for the first time in its history.

United Rentals reported record fourth-quarter 2018 earnings, pushed by a 20.8 percent jump in rental revenue growth over 2017. For the full year of 2018, total revenue increased 21.2 percent to $8 billion, and rental revenue increased 21.4 percent to $6.9 billion, both numbers setting company records.

H&E Equipment Services is buying We-Rent-It (WRI), a nonresidential constructionfocused equipment rental company with six branches serving the growing central Texas market. H&E is expected to pay about $100 million in cash for WRI. Morbark has acquired Canadian-based brushcutter-mulcher attachment manufacturer Denis CIMAF. Denis designs and manufactures brushcutters and mulchers for excavators, skid steers, forestry tractors and crawler trucks.

(continued on page 15)

B O B C A T. C O M / T O U G H C O N S T R U C T I O N

Bobcat ® equipment makes more of whatever you bring to the job: versatility, speed, agility or toughness. When you’re behind the controls, you’ll get it done.

Bobcat is a Doosan company. Doosan is a global leader in construction equipment, power and water solutions, engines, and engineering, proudly serving customers and communities for more than a century.

Bobcat ®, the Bobcat logo and the colors of the Bobcat machine are registered trademarks of Bobcat Company in the United States and various other countries. ©2019 Bobcat Company. All rights reserved. | 1360

reporter

| continued

Cat invests in electric car maker

C

aterpillar, through its investment arm Caterpillar Venture Capital, has made an investment in Fisker, a manufacturer of electric cars and developer of battery technology.

Fisker says the investment, the amount of which was not specified, is intended to spur the development of “solidstate battery technology with applications in construction, energy, storage, transportation and mining.”

Fisker describes solid-state batteries as the automotive battery technology of the future. As the Verge explains, the batteries are different from the lithium-ion batteries powering cars today in that they “don’t use liquid electrolytes to move energy around,” and are instead “made of solid and ‘dry’ conductive material.”

Fisker says solid-state technology has several benefits over the lithium-ion batteries used to power cars today, including “electrodes with high energy densities, enhanced safety, faster charge times and lower costs.” –Wayne Grayson

Briefs (continued) Audrey Copeland is the new president and CEO of the National Asphalt Pavement Association.

She succeeds Mike Acott, who had served as NAPA’s president since 1992. John L. Harper, senior vice president of Construction Partners Incorporated, will serve as NAPA’s chairman in 2019.

James W. “Jim” Mack, director of market development-commercial strategy for CEMEX, has been named the 56th chairman of the American Concrete Pavement Association board of directors

For more on each of these stories go to equipmentworld.com.

Hitachi ZW310-6 designed for material rehandling, excavation

I

ntroduced at the Trimble Dimensions conference in November, the ZW310-6 comes with a 5.5-cubic-yard bucket and is designed for Redi-mix plants, asphalt plants, truck load-out, rehandling materials and excavation.

The Z-link boom arms maximize breakout forces and improve the bucket’s reach and clearance, the company says. A parallel tandem hydraulic system shares oil flow between the tilt and lift cylinders for smooth operation and simultaneous movement of the bucket and lift arm.

A DPF-free, 9-liter Cummins engine drives power to torque proportioning differentials for reduced tire slippage. The 4F/4R transmission with lockup gives you close gear ratios for quick acceleration, fuel economy and hill-climbing power.

The company claims a 25 percent improvement in tractive force compared to previous models.

An optional E-stick Joystick Steering System eliminates the steering wheel and enables operators to maneuver the machine and the bucket with improved efficiency. Standard cellular ConSite telematics monitoring and reporting help predict and prevent problems to improve downtime. A curved hood and rear-engine camera, enhance visibility and safety.

(Editor’s note: On page 51 of the January issue of Equipment World, we misidentified the numbers on Hitachi Construction Machinery Loaders Americas’ new wheel loader.)

EquipmentWorld.com | March 2019 15

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CaseCE.com/WonderLoan *For commercial use only. Customer participation subject to credit qualification and approval by CNH Industrial America LLC or CNH Industrial Canada Ltd. Only at participating dealers, see your CASE dealer for details and eligibility requirements. Down payment may be required. Offer good through March 31, 2019. Not all customers or applicants may qualify for this rate or term. CNH Industrial America LLC or CNH Industrial Canada Ltd. standard terms and conditions will apply. This transaction will be unconditionally interest free. Canada Example - 0% per annum for a total contract term of 60 months: Based on a retail contract date of January 1, 2019, with a suggested retail price on a new CASE SR200 of C$54,000, customer provides down payment of C$10,800 and finances the balance of C$43,200 at 0% per annum for 60 months. There will be 60 equal monthly installment payments of C$720 each. The total amount payable will be C$54,000, which includes finance charges of $0. This offer may not represent actual sales price. Taxes, freight, set-up, delivery, additional options or attachments not included in suggested retail price. Offer subject to change or cancellation without notice. ©2019 CNH Industrial Capital America LLC. All rights reserved. CASE Construction and CNH Industrial Capital are trademarks registered in the United States and many other countries, owned by or licensed to CNH Industrial N.V., its subsidiaries or affiliates.

marketplace

| by Don McLoud |

DonMcLoud@randallreilly.com

VOLVO ENTERS THE 1.8-TON U.S. MARKET

Volvo Construction Equipment’s ECR18E ultra shortswing excavator represents Volvo’s first 1.8-ton model for the U.S. market. It has only half an inch of overhang with the variable width tracks fully extended. It runs on a 16.1-horsepower Volvo D.9A engine that meets Stage V emissions

standards in Europe, above the Tier 4 Final standards in the United States. No aftertreatment is required. Breakout force is 2,900 pound-feet, with a tear-out force of 1,787 pound-feet.

Max digging depth is 7 feet 12 inches, while max dumping height is 8 feet 6 inches.

EDITOR’S PICK

Speed, lifting power get 25 percent boost Caterpillar’s new 903D compact wheel loader is more powerful, more versatile and more comfortable to operate than its predecessor, the 903C2, the company says. It runs on a 40-horsepower Tier 4 Final Cat C2.4 engine. Travel speed is increased 25 percent to 12.4 mph. Cat also boosted the 903D’s lifting power by 25 percent over the 903C2. Operators will find a new multifunction joystick that controls direction changes, third-function hydraulics and differential locks. The cab has added leg room, suspension seat and tilt steering.

Rescue stuck trucks without damage Philippi-Hagenbuch has developed the Push Block to dislodge off-highway trucks when they get stuck, without damaging the truck. The device is custom designed to fit the rear chassis of rigid-frame or articulating trucks ranging from 20 to 400 tons. The company says the Push Block alternative protects the truck from damage, which can occur when using dozers or other equipment to push out a stuck truck. With the Push Block, the pushing force is transferred directly to the truck frame. The device pivots downward so as not to interfere with dumping.

EquipmentWorld.com | March 2019 19

marketplace

| continued

Adjust hydraulic flow from the cab Takeuchi calls its 10,957-pound TB250-2 “a true 5-ton excavator.”

It uses a long arm with an integrated thumb mount and has a max dig depth of 12 feet 4.8 inches. Operators can adjust hydraulic flow rates from the cab, and multiple presets allow attachments to be quickly exchanged. The cab features HVAC, rocker control switches, a large easy-to-read monitor and an adjustable, high-back suspension seat. A four-pump hydraulic system provides multifunction capability, and pilot joysticks deliver smooth, metered control, the company says.

Focus on operator comfort

John Deere has made several changes to its new 544L wheel loader from its predecessor, the 544K, including increased cab comfort. The HVAC system includes rear defrost and increased air flow. A heated air-suspension seat is optional. Three power ports are available for charging devices. The loader also has new electric-over-hydraulic controls that allow operator-specific control settings and up to 10 programmed settings for attachments. Return-to-dig settings can be set for both directions of the bucket.

Keep your seat to connect attachments Bobcat’s Bob-Dock hydraulic attachment mounting system is designed to provide an easy, repeatable way to connect hydraulic compact loader attachments without leaving the cab. The operator presses the Power Bob-Tach switch to secure the attachment, while the Bob-Dock automatically connects the hydraulics. To switch to another attachment, the operator retracts the Bob-Tach wedges and pulls away. The hydraulics instantly release. The Bob-Dock will be available on certain Bobcat compact track loaders, skid steers and the A770 all-wheel-steer loader.

20 March 2019 | EquipmentWorld.com

WE KEEP AMERICA ON TRACK

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machine matters

| by Richard Ries

COMPACT TRACK LOADERS TREADING DIFFERENT PATHS OEMs roll out new lines or redesign popular models to boost comfort, performance

S

ome OEMs have recently rolled out new models of compact track loaders. Others continue to refine their offerings by focusing on key concepts. It’s all good for customers.

A full line ASV is among the manufacturers offering new models. “The RT-25 and RT-65 help us complete our line of compact track loaders,” says Buck Storlie, product line manager, ASV. “We now have machines from 25 to 120 horsepower and rated operating capacities from 665 pounds to over 3,700 pounds at 35 percent of tipping load.”

The radial-lift RT-65 fits neatly in the middle of the ASV line with its 1,925-pound ROC (at 35 percent of tipping load) and Deutz engine rated at 67 horsepower and 184 footpounds of torque. But the RT-25 may be the more noteworthy of the two new models.

As ASV’s smallest CTL, it provides a step up from ride-on and walk-behind compact utility loaders. Compared to CULs, the RT-25 is more stable, has greater performance capabilities and offers significant improvements in comfort and safety, the company says. The RT-25’s quick attach handles a full comple-

22 March 2019 | EquipmentWorld.com

ment of buckets and attachments. ASV also offers adapter plates so customers can use their existing tools with the RT-25.

The RT-25 and RT-65 are not the only ASV debuts in the past year. In April, it released the RT-40 Posi-Track. Bearing the venerable Posi-Track name, the RT-40 was touted as a step up from CULs before the RT-25 came on the scene. Powered by a 37.5-horsepower Kubota engine, the RT-40 boasts a 4,175-pound operating weight and 931-pound ROC.

Big and brawny Case added the TV450 in October. It is their largest model, with a 10,610-pound operating weight, 4,500-pound ROC (at 50 percent) and an FPT engine rated at 90 horsepower.

“The TV450 addresses the demands of one of the fastest-growing size classes in the compact track loader market,” says Debbie Townsley, product marketing manager, Case Construction Equipment. “Contractors want to be able to lift more, run bigger attachments and generally accomplish more in the footprint of a CTL.” The high ROC was achieved by bulking

The new Mustang 1050RT has many of the features of its bigger stablemates. IdealTrax is standard on all their models; it uses hydraulics to automatically tension the tracks while the engine is running.

Proper tension can extend track life by 15 percent and reduce fuel use by up to 4 percent.

EquipmentWorld.com | March 2019 23

machine matters

| continued Described by ASV as a “premium mid-range machine,” the new radial-lift RT-65 offers a 10.6 mph travel speed; three-panel service access; a two-year, 1,500-hour track warranty; and increased operator space featuring a new floor pan with foot pocket. The standard 15-inch track yields ground pressure of just 4.3 psi.

up structural elements and the lifting apparatus. The ability to run high-demand attachments such as mulchers and cold planers was met with hydraulic pressure of up to 4,000 pounds per square inch and flow of 24.2 gallons per minute. Heavy-duty design elements were incorporated into cylinder guards, front and side lighting structures and the rear service access door.

While large-platform CTLs such as the TV450 expand the range of tasks CTLs can perform, at some point customers will have to consider whether another type of machine – tool carrier, compact wheel loader, even a compact excavator – might be a better choice. “But for now, the ability to build these capabilities into a compact track loader and take advantage of a CTL’s inherent advantages is of great value to customers,” says Townsley.

New Holland also introduced their largest CTL, the 84-horsepower C245. Operating weight is 10,610 pounds and ROC is 3,150 pounds at 35 percent. A key 24 March 2019 | EquipmentWorld.com

The vertical-lift 333G is John Deere’s largest compact track loader with a 3,700-pound ROC (at 35 percent of tipping load) and a 5,493-pound operating weight.

Bucket breakout force is 13,750 pounds and lift height is 11 feet. A Yanmar 4TNV94CHT provides 100 gross horsepower.

The RT105 is the smallest Gehl model. Gehl says it makes a great step up from compact utility loaders. It retains a CUL’s compact size and maneuverability while adding the safety of ROPS and FOPS and greater performance with a 35-horsepower Yanmar engine and 14.5 gpm of hydraulic flow.

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MIXED FLEET MAINTENANCE: CHOOSE THE RIGHT DIESEL FUEL TO MAXIMIZE UPTIME

F

or most contractors, keeping their fleet in top-notch working condition is a constant concern. Depending on the age and condition of the equipment, keeping machines running can be challenging.

Many construction fleets replace a piece or two at a time, resulting in a fleet composed of machines with varying maintenance needs. Even so, with minimizing downtime of the utmost importance, fleet man-

agers must ensure these machines are running at peak condition while reducing repairs, delivering more uptime even as equipment ages.

One solution for powerful performance

Caring for a mixed fleet can get complicated fast. However, one simple step that makes a big difference in increasing power and efficiency is using a premium diesel fuel. Ron Jessen, CenexÂŽ

premium diesel product development director for CHS, says that using a premium diesel fuel with a more complete additive package will keep equipment exhaust systems clean and maximize performance, no matter how diverse your equipment line. And, Jessen says, the right fuel will work across your machines, saving time and effort.

The answer is additives

Jessen says the key to keeping a

fleet running, no matter the age of its equipment, is achieving a more complete burn, which is accomplished by the additive package. A more complete burn keeps the fuel and exhaust systems clean — critical to maximizing power.

“Cenex continually works with OEMs to meet the demands of today’s engines,” he says. “The technology of the Cenex premium diesel additive package meets the needs of high-tech Tier 4 Final

diesel engines and at the same time we make sure it is backwards compatible.”

With that in mind, Jessen says, Cenex custom blends seven additives to address the challenges that most often create problems for equipment: heat, moisture, oxidation and contamination.

Together, the additives in Cenex premium diesel provide improved efficiency, reduced wear and extended life. “The complete package will take care of all the different functions that the diesel will need to perform well,” Jessen says.

Eliminate the guesswork

Jessen notes that using a premium diesel, such as those offered by Cenex, not only makes maintenance easier, but takes some of the guesswork out of maintaining a fleet. “We’ve been researching and developing premium fuels for

fifty years,” he says. “Let us do the work — you have enough to do in keeping the machines up and running. With terminally injected diesel additives, there’s no second guessing about what you need to add to protect your diesel.”

Making a simple switch to a premium diesel — such as Cenex Ruby Fieldmaster® for construction equipment, or Roadmaster XL® for on-road applications — is a simple solution for basic equipment maintenance challenges. Whether you’re investing in new equipment or extending the life of used machines — or both — protecting your investment with premium diesel fuel is a smart way to minimize downtime and maximize your peace of mind.

Find Cenex premium diesel distributors near you at www.cenex.com/locations.

machine matters

| continued

feature of the C245 is the use of steelembedded tracks that roll on rubber instead of steel. The result is a smoother, quieter ride and, with New Holland’s low-profile undercarriage design, lower owning and operating costs.

The new SVL65-2 is the smallest in the Kubota lineup but has a cab equivalent in size to the company’s two larger CTLs. It also shares those models’ easy-opening sliding front door. The door can be operated regardless of loader arm or bucket position, and full machine operation is possible with the door open, if desired.

Petite but powerful Kubota added the SVL65-2 to its compact track loader lineup, joining the SVL75-2 and SVL95-2s. The SVL65-2 is the smallest model, yet has a 68-horsepower engine, 2,100-pound ROC (at 35 percent) and a hinge pin height of 118.5 inches.

“It’s small-but-mighty size allows the SVL65-2 to maneuver easily in tight areas, and its lighter weight reduces soil compaction,” says Tim Boulds, Kubota product operations manager. He says these traits, coupled with robust engine and hydraulic performance, make the SVL65-2 a great choice for small contractors, as well as rental and landscape customers.

Despite being the smallest of three Kubota CTLs, the SVL65-2 has full-size features, including standard self-levelling on lift and an easy-open sliding front The vertical-lift 92-horsepower T770 is the secondlargest model in the Bobcat lineup. Maximum travel speed with the standard two-speed drive is 10.7 mph. Operating weight is 10,515 pounds and ROC is 4,960 pounds at 50 percent of tipping load. Height to bucket hinge pin is 11 feet.

28 March 2019 | EquipmentWorld.com

machine matters

| continued door that can be operated regardless of bucket or loader arm position. It also features an Advanced Multifunction Valve (AMV) that provides smooth operation when multiple functions are engaged simultaneously, such as auxiliary, boom and bucket circuits. “The AMV makes it easy to manage demanding attachments, such as grapple buckets, 4-in-1 buckets and hydraulic augers,” says Boulds.

Gehl also released its smallest CTL, the new RT105.

Its specs include a 4,720-pound operating weight. At 35 percent of tipping load, it has ROC of 1,050 pounds, or 1,175 pounds with the optional counterweight.

Pin height is 109 inches; overall height is 71.5 inches.

Ground clearance is 7.5 inches, and overall width is 50.8 inches. A heated, pressurized cab is optional. “The RT105 is on a dedicated track chassis with a unitized, welded frame for durability,” says Dean Summer, product training specialist.

Takeuchi also bolstered the bottom of their line with the introduction of the TL6R. The smallest in the fivemodel lineup, it has a 65.2-horsepower Kubota engine and a 2,635 ROC (at 50 percent). Operating weights are 7,485 and 7,780 pounds with canopy and cab, respectively.

Although the TL6R emphasizes the “compact” in compact track loader, it is big on comfort. “We call our cabin the ‘Big Man Cab,’” says Mike Ross, director of

The biggest CTL in the Case lineup, the TV450 has a list of available options, including a fully sealed and pressurized cab (a canopy is standard), high-flow hydraulics (39.5 gpm with 24.2 gpm standard) and a second auxiliary hydraulic circuit. Visibility options include a rotating beacon, road lights and four-corner LED strobes.

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product, Takeuchi-US. “We design larger cabins with better shoulder and leg room because comfortable operators are safer, more productive operators.”

Other amenities include automotive-style components and controls, a suspension seat, rearview camera, halogen work lights and a 5.7-inch color monitor. Proportional joysticks and a foot throttle make operation intuitive and familiar. It has two power modes: Power and ECO. Performance numbers are impressive for a small loader: 5,930-pound bucket breakout force, 4,860-pound lift arm breakout force and 8,655 pounds of traction force.

The newest and largest model for New Holland, the C245, offers 9,188 pounds of lift cylinder breakout force and 7,462 pounds of breakout with the bucket cylinder. The C245 features New Holland’s patented Super Boom vertical-lift linkage and has a 35.5-inch dump reach. Ground pressure is just 4.4 psi.

All new Wacker Neuson is rolling out the Series II models of their large-frame skid steer and compact track loaders.

(Nathan Ryan, Wacker Neuson global product manager for SSLs and CTLs, says the “Series II” nomenclature is for reference; they will not be branded as such.) The new models, designed and built at the company’s plant in Menomonee Falls, Wisconsin, are an extension of the company’s medium-frame loaders, and although new, they maintain a high degree of parts commonality with other Wacker Neuson models.

The radial-lift ST35 is the smaller of the two new CTLs, with a 9,879-pound operating weight and 3,500-pound ROC (at 50 percent). The larger, vertical-lift

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EquipmentWorld.com | March 2019 31

machine matters

| continued Volvo D-Series compact track loaders have redesigned lift arms to provide 11 percent more lift capacity over earlier models. The curved single loader arms are built with 20 percent more steel than conventional dual lift arms. ROCs range from 2,526 for the MCT110D to 3,000 pounds for the MCT135D (3,200 with optional counterweight) at 35 percent of tipping load.

New Wacker Neuson ST35 (shown) and ST45 models provide an enhanced operator experience with electrohydraulic hand-foot and selectable ISO and H-pattern electrohydraulic controls.

An updated 5.7-inch color display is standard. The optional rearview camera can be set to be always on or only during backup.

ST45 has a 10,267-pound operating weight, 4,500-pound ROC (again, at 50 percent) and a 134.8-inch hinge pin height. Both are powered by Kohler diesel engines, with diesel oxidation catalyst, rated at 74.3 horsepower.

A righthand-hinge flip-up top cooler core and righthinge rear service access door are shared with the smaller ST28 and ST31. The tilt cab can be raised with lift arms either fully up or fully down. Wacker Neuson provides a 3-4-5 warranty: three years bumper-to-bumper, four years engine and associated systems, and five years on the electrical system.

Comfort has many elements Kevin Coleman, product specialist, Caterpillar, says comfort is a key consideration in designing equipment.

“The performance factor that matters most varies by customer, in the same way different people need different types of vehicles or the way some folks prefer a standing desk and others prefer sitting. But everyone appreciates comfort, being comfortable in the machine and being comfortable performing tasks. Comfort re32 March 2019 | EquipmentWorld.com

duces fatigue, and discomfort equals distraction.”

Coleman says comfort extends to several areas, such as switch placement and function; optional high-back, heated, air-suspended seating; and adjustable armrests.

The fully suspended undercarriage has no direct mechanical connection to the frame of the CTL but is mounted with torsion axles. This provides a much smoother ride for the operator. The 5-inch full-color display can be personalized to meet operator preferences. Personalization extends to joystick response rate and ride control actuation speed. Much of it comes down to ergonomics.

“The operator knows where things are and can easily see, reach and touch them,” says Coleman. He notes that all these features are available across Cat’s seven-model lineup, “so customers don’t have to buy at a specific level to get the features they desire.”

Mustang by Manitou incorporated several comfort features into their newest and smallest CTL, the 1050RT. Despite its small size, the 1050RT carries on with the fullfeatured operator environment found in larger Mustang CTLs as well as the company’s skid steer loaders. The

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JohnDeere.com/Elevate

machine matters

| continued operator restraint bar comes down from overhead. There are two controls options: hand only or hand-and-foot. Both systems are mechanical. The cab is Level 2 FOPS certified.

High-back seating is standard; optional deluxe seating adds mechanical suspension.

Since comfort also includes peace of mind for owners, the 1050RT comes with lockable covers to discourage vandalism. A dual-element air cleaner is standard, and a centrifugal pre-cleaner is optional. The 1050RT has 85 percent parts commonality with its skid-steer equivalent, the 1050R.

The TL6R from Takeuchi comes standard with two years of Takeuchi Fleet Management, which provides tracking information and remote diagnostics and assists with proactive maintenance. Bucket pin hinge height is 9 feet 6.4 inches, providing a dump height of 7 feet 5.6 inches fully raised.

34 March 2019 | EquipmentWorld.com

Rigid precision While some OEMs work to isolate the undercarriage from the frame of their compact track loaders, John Deere has taken a different approach by rigidly mounting the undercarriage. Gregg Zupancic, product marketing manager, John Deere construction and forestry, says this design provides more precision for the most common CTL applications. “The solid connection of the undercarriage eliminates the porpoising and squatting that can occur with other designs.� This produces smoother results with fewer passes when grading, and truck loading goes faster with more exact placement of loads.

Because a rigid connection transmits forces to the frame, Deere has taken care to isolate the cab with elastomeric mounts to reduce operator exposure to shock and vibration. Dual-flange idlers don’t contact the drive portion of

the track, creating less vibration than other designs. The dual-flange design also reduces the risk of de-tracking. An open undercarriage facilitates cleanout, and Deere’s planetary drive system multiplies forces to create more tractive effort than direct-drive systems. The planetary drive also reduces driveline shock during directional changes.

Both large-frame Deere CTLs, the 331G and 333G, are available with the EH Boom Performance Package.

Features include auto-levelling on both raise and lower, return-to-dig and return-to-carry settings and boom-height kickout for enhanced safety in low-clearance environments.

Volvo has also focused on enhanced performance. Lars Arnold, global product manager, skid steer and compact track loaders, Volvo Construction Equipment, says the company’s redesigned curved, single lift arms, found on D Series models, provide better performance than predecessors. “The heavy-duty design provides more strength and rigidity to more efficiently distribute loads. The improvements include less material loss and reduced sway when handling heavy pallets.”

Combined with the single loader arm, a large top window and narrow ROPS pillars allow 270 degrees of visibility, which, according to Arnold, is 60 percent more than conventional two-arm designs. It’s also easier and safer to get into and out of the cab, using the side door rather than climbing over the bucket or other attachment.

Visibility is a core component of the comfort package Caterpillar offers – visibility to the bucket or other attachment, the tracks, the proximity of obstacles, and for getting on and off the trailer. A panoramic rearview mirror is standard; a rearview camera is standard on most models.

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vacuworx.com EquipmentWorld.com | March 2019 35

| by Marcia Gruver Doyle |

quick data

MarciaDoyle@randallreilly.com

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

Auctions $23,000

USED: DOWN

*Comparison of number of double-drum compactors financed Jan. 1, 2018 to Dec. 31, 2018, and Jan. 1, 2017 to Dec. 31, 2017. Source: EDA, edadata.com

High: $23,467 Feb. 2018

$24,000

NEW: UP 51%

38%

Double-drum compactor auction prices, January 2018-January 2019 $25,000

Year-over-year change*

Low and current: $17,796

$22,000

Top three states for doubledrum compactor buyers*

Jan. 2019

$21,000 $20,000

New

$19,000

State

# of buyers

$18,000

California

128

Pennsylvania

69

Texas

67

1-year average: $

$17,000

19,240

$16,000 $15,000 $14,000 $13,000

Used

In January, the average price for the top 10 models of double-drum compactors sold at auction was 24 percent below the 12-month high for these machines in February 2018.

$12,000

Jan.

Feb.

Mar.

Apr.

May

Jun.

PRICE

Jul.

Aug.

Sep.

Oct.

Nov.

Dec.

2018

Jan.

2019

State

# of buyers

Texas & California (tie)

60

New York

46

Florida

35

Trend prices for the top 10 models of double-drum compactors sold at auction, not seasonally adjusted.

$

87,500

OTHER TOP BID:

Top financed new double-drum compactor*

Top auction price paid for a 2014 Sakai SW850II with 445 hours at a Ritchie Bros. Auctioneers sale Feb. 21, 2018, in Orlando, Florida.

75,000

$

2015 Dynapac CC5200 with 99 hours, Joey Martin Auctioneers, Jun. 15, 2018, in Tuscaloosa, Alabama.

0

1 5 3 , $24

HIGH

0 $5 , 0

AVERAGE

Feb. 1, 2018 – Jan. 31, 2019; prices for doubledrum compactors 5 years old and newer, U.S. sales only. Only includes bids $5,000 and above.

Source: TopBid, topbid.com

LOW

Final bids unit count: 202

New

Double-drum compactor new, used sales trends, 2009-2018* 1,400 1,300 1,200 1,100 1,000 900 800 700 600 500 400 300

Used low: 2009, 577 units

0 0 5 , $8 7

Cat CB24B, 171 units Used

Other top selling new machine: Hamm HD 12 VV, 68 units

New high: 2016, 1,340 units

Top financed used machine*

New low: 2010, 349 units

Cat CB24B, 38 units Used high: 2016, 840 units

UNITS 2009 2010 2011 2012 2013 2014 2015 *Financed equipment, 2009-2018, number of units sold by sale or lease. Source: EDA, edadata.com

2016

2017

2018

*In terms of number of new and used financed units sold Jan. 1, 2018 to Dec. 31, 2018. Source: EDA, edadata.com (Note: EDA reports are continually updated.)

EquipmentWorld.com | March 2019 37

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TECH SHORTAGE special report

Part 1 of a four-part series

Call it the perfect storm, one that’s been gathering for decades.

T

Source: Dakota County Technical College

by Marcia Gruver Doyle, Tom Jackson, Don McLoud

oday’s market heights have put an exclamation point on the construction equipment technician shortage, one that’s having a direct impact on contractors.

40 March 2019 | EquipmentWorld.com

Contractors can’t find the people they used to hire to take care of the equipment to the level they did in the past. Their go-to dealerships have had to raise service rates to keep up with technician

pay raises, an inevitable outcome of demand outstripping supply.

Plus, dealerships may not be able to get to their down machine in a timely manner.

The Associated Equipment

Source: Western Dakota Tech

Distributors says the heavy equipment technician shortage is costing its members $2.4 billion in revenue each year. “You take that down to the dealer level, it’s costing each dealer $6 million on average,” says Steve Johnson with the AED Foundation. At the technician level, the cost is over $300,000 per technician. “It’s a very big problem,” he says.

AED research has placed the immediate technician shortfall among AED dealers at more than 4,000.

“And in the next five years or so, we’re talking about adding around 20,000 technicians,” says Cory Hayes with the AED Foundation.

“That’s just in the heavy construction equipment sector. Everyone wants the same person, so it’s important for us to start finding these students as early as possible for our members.”

“It’s just escalating as time goes on,” says Diane Benck, vice president of West Side Tractor Sales, a John Deere dealer in northern Illinois, Indiana and southern Michigan. The direct impact for dealerships such as hers is loss of revenue. “If you can’t meet their needs, they will go somewhere else,” she says. “It really boils down to our ability to respond quickly because contractors are looking for the fastest response. Downtime costs them a tremendous amount of money. If we tell them they’re going to have to wait a week before we can even take a look at their equipment, they are going to find another solution.”

“We’ve turned down business because of the lack of mechanics,” says Michael Vazquez, vice president of MECO Miami, which carries Atlas Copco, Dynapac and Sany lines in South Florida. “If I’ve got two machines that need to be fixed within the next couple of weeks, and I’m already booked with current clients, I can’t help you. I turned down work just recently because we didn’t have the mechanics.”

Diesel technician students at Western Dakota Tech learn that today’s complex machine electronics require technicians to go beyond the wrench by using specialty tools, laptops and diagnostic software.

EquipmentWorld.com | March 2019 41

special report

Tech shortage | continued

Source: Berry Companies

Derek Dassel, who’s been with Berry Companies’ White Star Machinery division for 4.5 years, tackles a machine fix with an open laptop.

It’s everyone’s problem This is not just a dealer problem. “Our customers are struggling with the exact same problem,” Benck says. “They can’t go out and hire someone to even do their routine maintenance work. So they are relying more on the dealer channel to do their maintenance work.”

And stealing techs from another dealer or contractor does nothing to fix the problem, Benck asserts. “It just solves an immediate need.”

Raises in technician pay have resulted in increased shop rates, says Steve Meadows with Berry Companies, a Bobcat and Komatsu distributor with 33 locations in six Midwestern states. “We always want to be able to keep our great technicians. You’ve got to keep an eye on where your pay is, or your technicians will get picked off by a competitor. We need these people to be both good at their jobs and satisfied with what they’re doing.”

“We’re presently looking for five to 10 mechanics to hire in the next year,” Vazquez continues. “If we could hire five today, I’d be extremely content.”

Kim Rominger, CEO of the Equipment Dealers Association, 42 March 2019 | EquipmentWorld.com

“

It really boils down to our ability to respond quickly because contractors are looking for the fastest response.

Downtime costs them a tremendous amount of money.

”

– Diane Benck, vice president, West Side Tractor Sales

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special report

Tech shortage | continued

Construction technicians talk pay, why they leave As part of a broad-based report on technicians, Equipment World parent Randall-Reilly queried 70 technicians working in construction firms, dealerships, independent garages and other places of employment. In total, the report had 1,219 respondents, including 822 in heavy-duty trucking, 139 in agriculture, and 188 in automotive. To download the full report, go to www.equipmentworld.com/technician-survey/.

What level of technical education/training have you completed?

Trade/vocational program in diesel engine repair

60%

High school diploma with apprenticeship

44%

Trade/vocational program in automotive repair

12%

Bachelor’s degree

7% 0

10 20 30 40 50 60 70 80 90 100

(Construction only, multiple answers accepted.)

Construction technicians trend higher in total pay Construction Heavy-duty trucking Agriculture Automotive Less than $30,000

1%

3%

4%

6%

30,000 - $39,999

5%

12%

16%

11%

$40,000-$49,999

9%

26%

26%

16%

$50,000-$59,999

22%

21%

24%

16%

$60,000-$69,000

19%

20%

12%

15%

$70,000-$79,000

18%

6%

4%

8%

$80,000 & up

26%

12%

14%

26%

(Includes overtime, bonuses and incentives.)

Construction technicians’ top 4 reasons in choosing a new job

74%

Pay and benefits

44%

Location Opportunities for career advancement

37% 24%

Scope of work 0

44 March 2019 | EquipmentWorld.com

10 20 30 40 50 60 70 80 90 100

says that most of the group’s members need at least three more technicians each.

“There’s just a huge shortage,” he says. “And the market is pretty thin. It’s not just equipment dealers. It’s auto dealers, over-the-road trucking firms. Everybody is looking for techs.”

Dirty, dark and dangerous…not “None of the three D’s – dirty, dark and dangerous – are really true these days,” Benck says. “Today the most important tool that our technicians have is their laptop. It really takes highly skilled people to fix the machines of today.

It’s not anything like it was 25 years ago.”

“Today’s shops are often well-lit, well-tooled and good working environments,” says Wayne Brozek, aftermarket vice president for 21st Century Equipment, a John Deere dealer serving Nebraska, Colorado and Wyoming.

“You don’t just come in and replace greasy, dirty parts.

You use your laptop, you train well, you get paid well.”

A good technician after three to five years in an efficient, well-run shop – where the tech’s job is spent working billable hours and not sweeping floors or other menial tasks – can make a six-figure salary, Rominger says. Dealers are also offering to pay for training, as well as offering tool reimbursement and other bonuses and incentives.

“The tech is kind of like an accountant or a lawyer, the only thing he has to bill is his time,” Rominger says. “So the more time he spends working, doing what he’s supposed to be doing and billing that time out, the better for the dealer-

“

They need to make their technicians rock stars… I don’t think there is anybody out there who is making the career of a diesel technician appear to be sexy.

– Keaton Turner, president of Turner Mining Services

ship and better for the tech.”

Brozek says that when he goes into local high schools to recruit young talent, he often finds deep misconceptions about the career opportunities for a technician.

But when he brings in technicians who can tell how they started out making $35,000 and now make $100,000-plus, the mindset changes.

“It blows people’s minds,” he says. “When we go out and educate our high school counselors and teachers, they’re like, ‘What?’”

Brozek tells them: “Do you realize I will pay your student $20 an hour and pay for all his school, all his tools and guarantee him a job for four years?”

Make ’em rock stars Many believe the industry hasn’t done a good enough job of getting that message out.

Keaton Turner is the president of Turner Mining Services, a company that specializes in recruiting and retaining millennial and Gen Z workers using social media. When it comes to attracting techs, the industry is failing not due to lack of effort, but from poor branding, he says.

“They need to make their technicians rock stars and part of their branding and marketing,” Turner says. “I don’t think there is anybody out there who is making the career of a diesel technician appear to be sexy.”

”

Janet Goble faced a similar image problem when she took over as the director of Career and Technical Education at the Canyons School District in Sandy, Utah. The district’s diesel technician training program had suffered from benign neglect, and students and their parents had an indifferent view of the profession.

The program had just two diesel engines for 25 to 30 students to work on, and those were Tier 0 engines. And despite the area’s booming mining and energy resources, the students were not connected with the industry as potential employees.

So the district formed a Diesel Industry Partnership program with trucking and construction vendors

such as Cat, Komatsu and Cummins. Cummins donated 12 newer engines to the program. The partners took students to their workplaces and let them job shadow technicians. The high schools coordinated their curriculum with the community college so students could get college credit for advanced technician training in high school. As a result, the industry is getting more technicians trained at a higher level, and the district’s diesel training program has a waiting list of students to get in.

And when these partners visited parents and students they wore button-down shirts and talked about the pay and job prospects, especially as it compares to the four-year college route. “Once they

Dealers: What has been the impact of the skills gap?

Unable to meet customer demand

75%

Increased costs and inefficiencies

58%

Hindered growth

57%

Unable to seize new opportunities

45% 30%

Lost customers

0

10 20 30 40 50 60 70 80

90 100

2016 AED member survey, 105 respondents EquipmentWorld.com | March 2019 45

special report

Tech shortage | continued

Source: Florence-Darlington Technical College

The Think BIG program, sponsored by three Caterpillar dealers at the Florence-Darlington Technical College in Florence, South Carolina, includes a paid dealer internship every semester.

“

You don’t just come in and replace greasy, dirty parts. You use your laptop, you train well, you get paid well.

”

– Wayne Brozek, aftermarket vice president for 21st Century Equipment

46 March 2019 | EquipmentWorld.com

understand what the environment for a diesel mechanic is like today, they’re usually 100 percent on board,” she says.

Despite the improvements, the demand for diesel technicians in the Salt Lake City area will not be fully met in the foreseeable future, Goble adds. “We’re doing the best we can to offset it. But we just don’t have the facilities or the teachers to accommodate the demand. A majority of the teachers here come from industry. There is a severe national shortage of teachers, and everybody is looking for ways to address that.”

Complicated machinery, low experience As a diesel technician, Dan Ammon has seen all facets of the industry, from washing parts and changing oil as an apprentice to working at Cat and Deere dealerships. He’s also worked jobs with oilfield services company Schlumberger and engineering-construction firm AECOM. At AECOM, he got involved with the Association of Equipment Management Professionals and became the chairman of the AEMP Workforce Development Committee. When the opportunity arose about a year ago to teach diesel mechanics at Western Dakota Tech, he jumped at it.

One of the reasons the country is facing a shortage of techs is the complexity of the equipment, says Ammon. This has made the job harder to fill and potential recruits less skilled, he says.

“

We always want to be able to keep our great technicians. You’ve got to keep an eye on where your pay is, or your technicians will get picked off by a competitor. We need these people to be both good at their jobs and satisfied with what they’re doing.

“For years you could take a hose off, run down to the local shop and have a new one made, put it back on and away you’d go,” Ammon says.

Now with today’s complex machine electronics, you need specialty tools, laptops and diagnostic software and that often means a dealer service call and fewer opportunities

for independent mechanics.

Likewise, today’s cars and trucks are more complex than they were 20 years ago, and that has an impact on young people coming into the trade, says Ammon. In the past, it was typical for a young person who wanted to be a mechanic to have some experience tearing down engines or rebuilding cars. On their

”

first day of vocational school, they already knew their way around the engines and tools. Now that’s not necessarily the case.

For some, this means the skill level is lower and that makes bringing young techs up to speed more challenging. This isn’t a huge detriment, say Ammon, but it does slow things down.

Techs at Berry Companies’ White Star Machinery division in Wichita, Kansas.

“This group has a great culture and they help each other learn and grow,” says Steve Meadows.

Source: Berry Companies

– Steve Meadows, Berry Companies

EquipmentWorld.com | March 2019 47

special report

Tech shortage | continued

Source: Dakota County Technical College

A student in the heavy construction equipment technology course at Dakota County Technical College in Rosemont, Minnesota, which is accredited by AED.

“

You quickly find that talent has options.

And you’ve got to be willing to pay for talent.

”

– Brad Hershey, part owner of Hoober Incorporated

48 March 2019 | EquipmentWorld.com

And students may find they just don’t like the work, Ammon says.

“With the high school vocational classes closing, students are losing the opportunity to explore different careers. Shop classes are a way to figure out what you want to do before you graduate high school.”

Another headwind for the industry in training new techs is the cost of setting up and running a program.

“They’re expensive to run,” says Ammon. “You have to have trucks and equipment, something to work on.” Tools are another expense.

Keeping techs Another underlying factor is that as machine technology expands older technicians are scrambling to keep up, says MECO Miami’s Vazquez.

“Tier 4 engines are completely different, and a lot of the older mechanics are not trained in that,” Vazquez says.

“There may be four or five technology systems on one machine, which presents a challenge to older technicians,” Berry Companies’ Meadows says. “You kind of have to reinvent yourself as a technician to keep up. You don’t want to be the technician who just works on all the older equipment.”

“

If I’ve got two machines that need to be fixed within the next couple of weeks, and I’m already booked with current clients, I can’t help you. I turned down work just recently because we didn’t have the mechanics.

”

– Michael Vazquez, vice president of MECO Miami

Ross Morgan with H&R AgriPower, an equipment dealership serving parts of Kentucky, Tennessee, Illinois, Alabama and Mississippi, says that each new product from manufacturers often requires new training for the dealership’s techs.

He also notes that as techs get older and retire, they’re getting harder to replace. So few people have the diagnostic skills necessary to repair the new equipment.

“The problem is not finding people who can replace and calibrate,” he says. “It’s where the (repair) problem is intangible with multiple possibilities.”

That all puts more pressure on dealerships to hang on as best they can to their experienced techs to keep them from jumping ship.

“In order to win it’s all about the talent you keep within your organization,” West Side Tractor Sales’ Benck says. “We know that they’re always going to get job offers, so we want to make sure that they’re happy where they are and say they’re not interested when those offers come up.”

Brad Hershey, store manager and part owner of Hoober Incorporated, a dealership serving parts of Pennsylvania, Maryland, Virginia and Delaware, says the company has had to raise pay to keep its techs, and it provides generous benefits.

“You quickly find that talent has options,” he says. “And you’ve got to be willing to pay for talent.”

Ammon is part of a Facebook group for diesel mechanics, and

while not a scientific survey, he asked the members to list the top reasons they left an employer and the top reasons they stayed longer than five years.

The number one reason they stay, he says, is “great pay, great company. Good work-life balance is also important.”

On the other hand, the top reason they leave is that the shop is disorganized and chaotic, followed by low pay and managerial problems.

Some may also fear the cyclical nature of the construction industry and the ensuing layoffs during economic downturns. Meadows suggests, however, that a technician’s job may be immune to this.

“During the last recession, I was president of Bobcat of Kansas City, and we determined that in order to survive we needed to lay off about 30 percent of our employees, which was very hard to do. Through that process we worked really hard to save our good technicians. We were very creative in what they could do so they could stay, with the hopes that things would turn around at some point. And boy did they.”

The center of the dealership Losing technicians and being unable to attract new ones also hits a dealership’s bottom line, affecting all aspects of the business.

“All areas rely on our technicians,” Meadows says. That includes sales, service, parts and rental.

“The service department is the heart of the branch because they

have to prep machines and get them ready to sell,” he says. “Once a customer owns them, they have to keep the customer satisfied. The rental department is relying on them to keep their rental machines going. The parts department needs them to install parts. Then it goes back to sales because we need the service department to take care of the customer so that we can sell the next machine.”

Brozek expects the tech shortage to last at least another four to six years, but he’s optimistic that the industry will ramp up its educational efforts to dispel outdated perceptions.

“There needs to be progress on all fronts in fighting that stereotype,” Johnson says. “These are professional jobs. Technicians are on the front line with the customer.”

But to change that perception will require everybody in the industry working on the problem, asserts Benck.

“It’s really all hands on deck,” she says. “It’s a huge problem, not only for us but for our customers as well.”

Up next This is the first of a four-part series that will appear throughout the year. Upcoming stories will examine: • Tech schools, apprenticeships, manufacturer training • Best practices in recruiting and retaining technicians • Future machines, future techs

EquipmentWorld.com | March 2019 49

world of concrete 2019

| by Tom Jackson |

TJackson@randallreilly.com

Batteries get bigger, dust suppression a must in latest portable power tools Hilti cordless demo tools Hilti put its cordless prowess on full display at the World of Concrete with a slate of tools for concrete chipping, drilling and even carpentry.

What the company claims is the world’s first cordless chipper, the Hilti TE 300-A36 takes its juice from a 36-volt/9-amp-hour battery platform for long run times on chipping applications where controlledforce impacts are important. It has a brushless motor, active vibration reduction and a hammering frequency of 4,500 impacts per minute.

The new TE 60-A36 SDS max combihammer from Hilti uses the same battery platform for drilling, breaking, chiseling, coring, driving ground rods and metal stakes for formwork and, with the right attachments, for digging and tamping in narrow spaces. Likewise, it has a brushless motor and active vibration and torque control to protect the user. The TE 60 A36 is OSHA compliant when used with Hilti’s dust removal systems.

Hilti TE 300-A36

Stihl’s TSA 320 Cutquik

Stihl’s TSA 320 Cutquik saw Electrocution hazards make it unwise to use corded masonry cutoff saws when water is present, but gasoline models come with their own shortcomings – exhaust emissions, weight, noise and engine maintenance, to mention a few.

The Stihl TSA 230 Cutquik avoids these shortcomings by using a 36volt lithium-ion battery system. The saw weighs just 8.6 pounds and features a quiet, brushless, high-torque motor. The battery provides up to 15 minutes of cutting time.

The TSA 230 takes a 9-inch wheel and cuts to a depth of 2-3/4 inches.

The belt drive is sealed for reduced maintenance, and a spindle lock makes blade changes easy. With the appropriate blade, it can also be used to cut rebar and metal stock.

EquipmentWorld.com | March 2019 51

world of concrete 2019

| continued

Husqvarna K770 Vac Water is the preferred lubricant and dust-suppression method for concrete cutting, but when water isn’t available, you need a strong vacuum system. Husqvarna’s K770 Vac is designed specifically for dry cutting and dust containment.

The dust collection hose on the saw’s right side enables you to work with easy visibility to the line, and the specially designed blade guard directs dust into the hose. The integrated gearbox reduces saw-blade speed to optimize dust removal.

The 5-horsepower saw features a cutting depth of 4.8 inches using a 12-inch blade. A spring-loaded, semiautomatic system ensures the correct tension on the drive belt.

Husqvarna’s K770 Vac

DeWalt DCH 773 combination hammer

DeWalt cordless combination hammer Between harsh vibration and the occasional binding, big drills can cause big harm to your hands and wrists. DeWalt reduces these risks with its Flexvolt 60V Max 2-inch Combination Hammer (DCH773), which mitigates vibration and ergonomic harm to the user with active vibration control and an E-clutch system. The E-clutch stops rotation anytime the tool stalls or binds and shuts it down if necessary.

The combination hammer puts out 19.4 joules of energy and 290 rpm using a 60-volt/12-amp-hour battery and brushless motor. Seven speed selections for drilling and chipping help tailor the force of the hammer to the material.

If you are looking for something lighter, the 20V Max 1-1/8inch SDS Plus D-handle rotary hammer (DCH263) pounds out 3 joules of energy at 1,165 rpm. This corded model has constant speed control, regardless of material density, and features active vibration control. It also features a brushless motor and includes a work light.

To meet the new dust mitigation rules, the smaller hammer can be paired with an enhanced onboard dust extractor, the DWH205DH, which is OSHA Table 1 compliant. The DWH205DH features three nozzle heads for dust collection. The nozzles are tuned for up to 1-inch diameter bits, all stop bits up to 1.5-inch shoulders and small diameter bits up to a half-inch.

In the battle to stop dust, DeWalt also brings its new Universal Dust Extractor (DWH161) and SDS Dust Extraction Tube Kit (DWH200D). The Universal Dust Extractor is an OSHA Table 1-compliant vacuum that is battery powered and can be used with a number of concrete tools, including rotary hammers and hammer drills, as well as drywall cutout tools, sanders, routers and jigsaws. The device weighs just 4.39 pounds with the included 2-amp-hour battery. Multiple strap positions enable you to position the backpack in different configurations, and wireless tool control can pair the extractor for remote activation.

The SDS+ Dust Extraction Tube Kit (DWH200D) has three interchangeable tubes for 10- and 6-inch SDS+ drill bits and chisels, plus a tube that fits a range of stop bits. The 3-foot-long hose has a side handle and an integrated depth stop. With adaptor rings, you can use the Tube Kit with a variety of DeWalt tools. The Universal Dust Extractor will be available this summer and retail for $249. The SDS+ Dust Extractor Tube Kit sells for $70 and is available now.

52 March 2019 | EquipmentWorld.com

Know your regulations

L

ast year OSHA enacted new regulations governing how much silica dust workers can be exposed to – and cutting, drilling or grinding concrete is a huge source of silica dust. If you don’t know the regs and you’re working without the proper equipment or setup, you could get popped with a hefty fine.

OSHA’s Table 1 lays out various construction tasks and the proper equipment needed to comply with the silica rules. Following Table 1 standards for equipment – which includes vacuums, shrouds and spray systems, as well as respirators – keeps workers in compliance without having to take air samples and other more complicated compliance measures.

To make sure you’re in compliance, check out http:// bit.ly/OSHAvid. This will take you to a series of short videos from OSHA that explain everything you need to know.

WHERE

BIG IR N &TECHSTAGE SHARE THE

road works

| by Joy Powell | JoyPowell@randallreilly.com

ACCELERATED BRIDGE Cost and time CONSTRUCTION savings, with a dose of safety, PICKS UP SPEED spur adoption

54 March 2019 | EquipmentWorld.com

T

he use of Accelerated Bridge Construction (ABC) is growing, with prefabricated elements and systems reducing or eliminating the onsite construction time needed to build a similar structure using conventional methods.

ABC relies on innovative planning, design, materials and construction methods to reduce both onsite bridge construction and reconstruction time. That’s important to highway contractors who face intense pressure to avoid prolonged closures, for which the public has little tolerance.

Coast to coast, contractors are using ABC practices to slash construction time from weeks to days, and in some cases, from days to just hours.

That in turn helps protect the public and workers in construction zones, say contractors and transportation departments.

Various technologies can be used to incorporate ABC into projects.The use of prefabricated bridge elements and systems, bridge slides and bridge moves with self-propelled modular transporters all support the goals of ABC – which include improved safety and quality and minimized traffic impact.

In Colorado, Lawrence Construction’s ABC project on I-25 over the South Platte River, the Bronco Arch Bridge, 2011-2013.

The project used value engineering and 100-percent precast substructure to build the bridge faster with minimal traffic impacts.

EquipmentWorld.com | March 2019 55

road works

| continued In Colorado on I-25 south of Fountain, this 2012 design-build project by Lawrence Construction was conducted in phases and designed to replace five structures on I-25 within 20 days.

Safety spurs use of ABC Lawrence Construction of Littleton, Colorado, first used ABC methods in 2002 when it received a Colorado DOT contract for the Mitchell Gulch project on SH86 between Castle Rock and Franktown.

The project involved replacing a deteriorated bridge with a conventional three-cell cast-in-place concrete box culvert.

But Rick Lawrence, Lawrence Construction president, was concerned about the safety of his crews when looking at ways to do the job. The highway approach to the west of the project site had a steep downward grade. The detour around the bridge site also had a nearby curve.

Lawrence was aware of a fatal accident that had occurred with a subcontractor during a different

Carmen Swanwick 56 March 2019 | EquipmentWorld.com

bridge project that also involved an incline.

So Lawrence, working with his daughter, Anne Lawrence, who is vice president of Lawrence Construction, teamed with local design firm Wilson & Company to submit a value engineering change proposal.

The proposal involved building a completely prefabricated singlespan bridge that could be moved into place over one weekend – a move that limited their crew’s onsite exposure time and could be completed without a price increase.

This approach allowed crews to move the bridge into place in just 47 hours. Demolition of the old bridge began at 7:30 p.m. on a Friday, and the new bridge opened to traffic at 5 p.m. the following Sunday, the Lawrences say.

To do that, piles were driven in

Eric Wells

advance outside the old bridge.

The bridge parapet was precast into the outside slab girders. The bridge has side-by-side precast slab girders welded onto precast abutments and wingwalls welded to driven-steel H piles.

The Mitchell Gulch reconstruction was described as a “success story” by the Federal Highway Administration (FHWA) in a cost study of prefabricated bridge elements and systems used in ABC. Lawrence Construction has since gone on to help pioneer the use of ABC construction across the nation, teaching other contractors how to implement it into projects.

“With the use of prefabricated elements, it’s important that the bridge be 100-percent precast,” Rick Lawrence says. “You take away the cure time of the concrete on the project.”

Since his company’s first ABC project nearly 17 years ago, “we’ve used it on quite a few projects,” Lawrence says. “It’s highly successful.”

Cost savings Accelerated Bridge Construction can help transportation departments save money in an era of tight funding – and when so many bridges are deficient.

According to the FHWA, about one in four of the nation’s 600,000 bridges require rehabilitation, repair or replacement.

Yet at the same time, onsite construction can significantly impact the public’s mobility and safety. In many

Rick and Anne Lawrence

Lawrence Construction’s ABC project on U.S. 34 over Republican River in Wray, Colorado, in 2012.

This slide-in bridge project required shutting down U.S. 34 for only three days, minimizing the impacts to traffic and the local community.

projects, the direct and indirect costs of traffic detours from the loss of a bridge during construction can exceed the actual cost of the structure itself, the federal agency says.

For example, full-lane closures in large urban centers or in areas of heavy traffic can wreak significant economic impact – one of the key factors prompting DOTs and other entities to turn to methods that shorten road closures.

In Utah, the Department of Transportation has widely implemented ABC – so far on more than 200 bridges. The use of ABC is now common practice throughout the state, and Utah is seen as a national leader for ABC. Utah uses ABC to improve safety and minimize the impact to the public by reducing the time needed for traffic detours and closures, says UDOT’s chief structural engineer, Carmen Swanwick.

“Those are really the major reasons we do it,” says Swanwick, who speaks nationally on the topic, including at Florida International University’s Accelerated Bridge Construction University Transportation Center (ABC-UTC).

In Utah, previous ABC design documents and supporting draw-

ings have been incorporated into the DOT’s Structures Design and Detailing Manual. Designers, fabricators and contractors are on board with the use of ABC, she says.

Components of ABC bridges are prefabricated in controlled environments that lead to improved material quality and workmanship relative to field-constructed bridges. Prefabricated components may make up most of an ABC bridge, but there’s a caveat: field-cast closure joints connecting prefabricated elements may not have the same durability due to weather and other site constraints during placement. Because of that, it is crucial to understand the materials being specified.

Similarly, ABC bridge span systems slid into place or positioned with self-propelled modular transporters may experience dynamic effects during the moves or may be subjected to nontraditional loads that site-constructed bridges do not experience. These effects are considered in the design of the bridge.

Bridge moves also call for detailed plans, along with monitoring and contingency plans.

For prefabricated elements, some contractors choose to fabricate the precast bridge elements, or they

turn to precast fabricators to make the precast elements. UDOT does not specify whether the contractor has to fabricate the elements or buy them from a precast facility, Swanwick notes.

“It’s really up to the contractor to make those decisions. The contractor is responsible for means and methods per the contract,” she says.

Utah’s ‘robust’ ABC program In the beginning, the Utah DOT visited New York, Florida and Louisiana to learn about implementing ABC. The department took internal staff, contractors, fabricators and consultants on the tours.

Utah moved on to pilot projects, then to a program of projects and now has “probably the most robust program for ABC in the country,” she says.

Contractors in Utah are savvy about ABC, she says. If they have questions, the department will provide guidance, but a lot of the time, the contractors have come up with even better ideas than first proposed by project designers, says Swanwick.

She adds that the contractors compete among themselves on ABC projects, saying things such EquipmentWorld.com | March 2019 57

road works

| continued

as, “Hey, I got that road open in 12 hours – what did you do?” as they discuss projects.

“We monitor the ABC program and have several lessons-learned documents which can be found on the UDOT website. Some lessonslearned documents are project specific, and others are on the overall ABC program,” Swanwick says. “There are design details we used in the very beginning of the program that didn’t work very well, and we won’t use them again.”

ABC is continually evolving, she says, especially with advancing technology and materials.

Most states are using ABC in some form. The American Association of State Highway and Transportation Officials released the AASHTO LRFD Guide Specifications for Accelerated Bridge Construction in late 2018. The guide details the recommended design and construction specifications for ABC-focused technologies. It provides information that helps not only states but also consultants and contractors to advance ABC, Swanwick says.

One contractor’s experience Eric Wells, an area manager for California-based Granite Construction, has worked on multiple projects involving accelerated bridge construction in Utah.

“ABC is embraced with a high level of confidence within the contracting community,” he says.

He agrees that ABC makes optimum use of government transportation funds – as well as enhances the safety of construction workers, inspectors and subcontractors.

Noting how ABC lessens the impact to users, Wells points to one of his company’s major projects.

Granite recently completed a lateral slide of a 124-foot box section weighing more than 3 million pounds on a congested 10600 South interchange in Sandy, Utah, adjacent to one of the busiest shopping malls in Utah.

58 March 2019 | EquipmentWorld.com

With more than 200 projects completed, Utah DOT’s ABC program serves as a national model. Above, a Utah highway underpass slide constructed with precast pieces.

Concurrently, the crews performed deck rehabilitation to the adjacent single-point urban interchange overpass.

This work was accomplished in a 16-day closure, which included a seven-day cure period for Portland Cement concrete pavement, Wells says.

And all this work was performed in a contract that involved an incentive/disincentive clause amounting to $15,000 a day, the contractor notes.

In his public presentations, including at Florida International University ABC-UTC, Wells gives a contractor’s perspective when pointing to these benefits of using ABC practices: • Ability to earn more revenue in shorter period of time • Ability to perform work in adverse weather conditions • Greater ability to perform work in constrained environmental work windows • Easier permitting processes due to shorter impact durations • Greater ability to perform around scheduled transit/railroad times

• Bridging over freight and transit rails, with reduced cost of mandatory onsite railroad personnel

Advancing ABC Wells is among those who have seen firsthand ABC’s advancement.

He says the Utah Department of Transportation, designers, fabricators and contractors have developed highly collaborative relationships while working in unison on ABC projects.

That’s the kind of progress taking hold in many other states, too.

“I think the biggest thing to go with ABC construction is it helps promote innovation and growth within our industry,” says Anne Lawrence, adding that new visibility with the method will enable contractors to make their industry even better.

ABC allowed Lawrence Construction to implement some “really cool precast ideas that helped accelerate the projects and actually make the structures more sound,” Lawrence says. “Beyond just safety, innovation is one of the biggest benefits.”

Munich, April 8th – 14th

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April 8 to 14, Messe MĂźnchen Outdoor area, Booth 809-813 Liebherr Components, Hall A4, Booth 326 Liebherr Tools, Hall B5, Booth 439 Liebherr Training, THINK BIG! ICM Foyer, Booth 308

Find out more at www.liebherr-bauma.com

CONGRATULATIONS

to the 2018 Contractor of the Year winner and finalists

IN

R

E

N

W

Matt Bachtel

Don and Rae Peters

Bachtel Excavating Massillon, Ohio

Solid Earth Civil Constructors Pueblo, Colorado

Jon Claycomb

Clem Cooke

Fritz-Rumer-Cooke Company Claycomb Excavating New Enterprise, Pennsylvania Columbus, Ohio

Stephen Bielecki and Russell Kibler R & S General Contractors Bristol, Pennsylvania

Kurt Unnerstall

K. J. Unnerstall Construction Washington, Missouri

Dan and Marsha Steffey Steffey Excavating Peoria, Arizona

Sponsored by:

Dana Wiehe and Stewart Petrovits Blacktop Maintenance Corporation Poughkeepsie, New York

Bryan Kissner

Kissner General Contractors Austin, Colorado

Tommy Turner Turner Reed Liberty Hill, Texas

Brett Reshetar Reshetar Systems Anoka, Minnesota

Victor Serrambana, Jr. VMS Construction Company Vernon, Connecticut

contractor of the year finalist | by Don McLoud

| DonMcLoud@randallreilly.com

From farm to excavator, contractor finds calling in construction Jon Claycomb, Claycomb Excavating City, State: New Enterprise, Pennsylvania Year Started: 2001 Number of 8 employees: Annual revenue: $3 million Markets served: Site development, wetlands, utility construction

J

on Claycomb ran the family dairy farm for four years and expected to remain a farmer for the rest of his life. But in 1989, the milk market started to decline.

He decided to look for another job when the family made the decision to sell the farm.

A nearby excavating company needed a worker. Jon started out doing general labor and laying pipe.

“It was all new to me,” he says.

But he caught on quickly. The work ethic his parents instilled in him at an early age also came into play. A year and a half later, he was operating excavators and building his reputation with local contractors for quality work and being dependable.

In 2001, after learning the ropes of residential work, including

foundations and land-clearing, he decided to go out on his own. It was a big leap. He had two jobs lined up. He took out a loan from a local bank to buy a used E120 Cat excavator, an old skip loader and a dump truck. He also bought a Cat 953 track loader from Valley Track Services, whose owner Dave Martin, helped Jon get his start.

Claycomb Excavating was born.

‘They worked tirelessly’ It was a slow start.

While Jon was getting the business started, his wife, Lois, was keeping the home afloat financially through her job as a ranger with the Army Corps of Engineers.

“She carried a lot of the bills until we got going,” Jon says.

Jon’s big break came in 2003

when he landed the dirt work for a nearby sewer treatment plant. It was a $100,000 job. “That was big money back then,” he says.

The company began bidding more work and winning site and pipe-laying jobs. It branched out into industrial and commercial building work.

Lois joined the business in 2004 to run the office and serve as the safety leader. She also brought her talents in wildlife and wetlands management to set up what the Claycombs called their “tree division.” The work involved planting up to 50,000 seedlings a year after timberland had been harvested. She also helped the company branch out into wetlands restoration and mitigation work. She handles the wetlands planting designs and EquipmentWorld.com | March 2019 61

contractor of the year finalist |

continued

“

The work they do requires a high degree of skill.”

– Chris Clouser, owner of Blue Acres LLC

Along with running the office at Claycomb Excavating, Lois Claycomb operates a nonprofit therapeutic riding program for children and adults with physical and mental challenges. Here she is with Ivy.

62 March 2019 | EquipmentWorld.com

vegetation placement, while Jon handles the excavation work.

She also makes sure the stringent environmental and safety rules are followed.

“The work they do requires a high degree of skill, and we’re apprehensive about getting anybody else in there,” says Chris Clouser, owner of Blue Acres LLC, which hires Claycomb for wetland and stream restoration. “Because with them, you don’t have to babysit.”

The nearby municipalities have also come to rely on Claycomb.

The company gets calls at all hours of the day and night for emergency utility-line breaks.

In one instance, Claycomb workers toiled 24 hours straight in freezing weather to fix a broken water line that had undermined a main road in the Roaring Springs Borough.

“The only thing that kept it from falling in was the frost,” Jon says of the road. “School buses were running over it and everything else.”

“They worked tirelessly to get that job done so they could get that road back open,” says Ryan

Enck, Claycomb’s sales rep with the Cleveland Brothers Cat dealership.

“I know Roaring Springs Borough was impressed with Jon. He’ll bend over backward for people. That’s just the type of guy he is.”

That sense of responsibility and his quality work have earned him lots of fans around town.

“He always has ideas and solutions, and he’s always looking out for me and the organization,” says Chris Reighard, who has hired Claycomb when building retirement communities for the nonprofit Allegheny Lutheran Social Ministries.

“I can only sing his praises.”

‘We all work together’ Claycomb has grown to a $3 million company. Jon credits its success to his eight employees, most of whom grew up on nearby farms just as he did.

“The guys who work for him, they’re all like a small family,” Enck says.

Jon says most of his employees have been with him from the company’s beginnings.

“We’ve been pretty lucky,” he

Jon Claycomb and son Parker built this tractor with a friend to compete in tractor pulls.

says. “We haven’t had to hire too many people.”

Jon acknowledges though that the company needs to attract some younger workers.

“We do need to get some young people in here because we’re all wearing out,” he says of himself and his employees.

He’s hopeful that his son, Parker, who turns 23 this month, will one day take over the business.

Parker grew up with the company and has the skills to run it, Jon says.

“When he was 5 years old, he could load a dump truck with slate, and he was good at it.”

Parker, however, had left the business for a career in trucking, but returned last April and is still considering his future. Lois says his main concern is that he won’t be able to find new crew members to help him run the company when the current crew retires.

“He wants to do it,” she says, “but to have a crew like we do, the kids his age – he’s concerned.”

The tightknit crew runs like a well-oiled machine. Lois says her brother, who helped out on a job one day, gave her this description: “They’re like a bunch of ants and everybody knows their job. Nobody talks, they just nod and shake their heads. They just know what needs

to be done, and they just do it.”

“We get in there and we get it done,” Jon adds. “We don’t leave the job until we have a finished product. And if it takes an extra hour to make it look better – do it.”

Jon also believes in paying each worker the same rate, from the laborer to the operator, on the company’s prevailing-wage projects.

They each make the same higher pay grade of the operator.

Lois challenged that for a while until she worked on a job as a flagger.

“I know why you pay them all an operator’s rate,” she recalls telling Jon, “and I’ll never argue with you again.

“We all work together.”

‘We’d like to slow down’ Jon and Lois recently have been trying to dial back their work pace and some of their side activities.

They decided to sell their race track, where they held local car races. Jon has always been a racing enthusiast. He and Parker compete in tractor pulls with a tractor they built together with help from a friend.

But the real need to slow down came about two years ago when Jon had a heart attack.

“It kind of changes your perspective on life and what you should be

Parker Claycomb, left, and Connie Batzel tend to an America chestnut reforestation project.

doing,” Lois says. “We’d like to slow down and start enjoying …”

“What we have,” Jon says, completing the sentence.

“I can’t do as much as I used to,” he adds, “and I’m supposed to be slowing down.”

That’s easier said than done.

“I’m not supposed to run equipment, but I can’t get off of it,” he says of his love for operating machinery.

He prefers being outdoors to office work, happy to be in the field with his crew. And he’s glad he found a career in construction.

“I always wanted to have a farm, to be a farmer, and this was the next best thing I could do,” he says.

“I kind of like this better now,” he adds and laughs. “I don’t have to deal with the animals.”

EquipmentWorld.com | March 2019 63

lifting attachments

| by Don McLoud |

DonMcLoud@randallreilly.com

Lift broken stone and brick Tobroco-Giant has developed a removable grapple for its brokenstone forks for when you need to lift broken bricks or stones, such as during road construction. The cylinder and grapple are designed for easy mounting or removal and are attached by tool pins. The attachment is designed for the company’s skid steers and telehandlers. Widths range from 29.5 to 68.9 inches, depending on the carrier machine. The fork’s side teeth are placed higher and diagonally to prevent loads from failing off. The back remains low for operator visibility.

Adding fork power

John Deere says it has redesigned its Worksite Pro pallet forks for added durability and power. The forks are compatible with the company’s G- and E-Series skid steers and compact track loaders and with the L-, K-II- and K-Series compact wheel loaders. They also work with most competitors’ models, the company says. The frames can handle forks rated at 6,200 pounds. Features include a brick guard design for added strength, smooth surfaces to protect loads and a D-ring for securing loads. They are compatible with Deere’s Quik-Tatch system.

64 March 2019 | EquipmentWorld.com

Move large items with ease

The LB60 Loader Boom from Kubota by Land Pride is designed to easily move large items. The reinforced mast is constructed from 6-inch square tube and has a 6,000-pound lift capacity.

It features two 1-inch lifting lugs, at mid-mast and tip. The boom mounts to a universal skid plate and features chain connections on each side plate to stabilize the load. The attachment is compatible with Kubota SSV skid steers and SVL compact track loaders. It is 60 inches wide and designed for placing and removing such things as concrete forms and transporting trees.

Places loads in complex conditions Manitou’s 360° Rotating Fork Carriage is designed for placing loads in complex positions, with its ITA Class III fork carriage with continuous rotation.

The attachment is compatible with MRT 2150 and MRT 30350 Manitou Rotating Telehandlers and is ideal for construction projects with limited space, handling long materials such as trusses and beams, the company says. It provides constant monitoring of the load’s weight, angle and position and has adaptive overload control. It has a rated operating capacity of 8,800 pounds (front) and 5,500 pounds (rotated).

Designed for easy cab access Bobcat’s pallet fork frames are designed for handling materials of all shapes and sizes. They have a walk-through design so operators can easily get in and out of the cab. Three models are available: standard duty with a 2,500-pound capacity; heavy duty, 4,000-pond capacity; and severe duty, 5,500-pound capacity. Features on the forks include a reinforced brick guard to secure loads and a center guard. A reinforced brick-guard height extension is an option for he severe-duty forks for additional strength.

Expand telehandler’s use JLG has designed a fork-mounted extendable truss for lifting and placing objects on the jobsite. The attachment for telehandlers can accommodate a maximum fork size

of 2.36x7x72 inches. It can be used for such tasks as erecting metal buildings, setting wooden trusses and putting up post-frame buildings. The company says the truss expands the telehandler’s versatility by providing a low-profile attachment for handling suspended loads.

EquipmentWorld.com | March 2019 65

lifting attachments

| continued

More than a pipe cradle Genie designed its new Lift Tools Material Carrier to efficiently carry materials and lift them to height. It can handle a wide range of materials and has a higher load capacity – ranging from 350 to 700 pounds, depending on the model – than a standard pipe cradle attachment. It is compatible with Genie’s GS-2669, GS-3369 and GS-4069 DC and RT rough-terrain scissor lifts. It can be used to carry lumber, pipe, HVAC materials, siding and plate material. It can be installed laterally or longitudinally and can still be used when the extension deck is retracted.

Don’t let winter conditions keep you off the road. Trust Eberspaecher heaters to keep you warm and keep your engine running smoothly.

Eberspaecher’s Hydronic S3 coolant heater offers engine and cab pre-heating while the Airtronic D2 forced air heater warms the cab instantly.

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Vacuum lifting The Vacuworx SL 2 Subcompact Vacuum Lifting System has been updated with an improved hydraulic system. It also has modular pad options so it can work with more machines. It comes standard with a 24-by-14-inch pad. A 12-by-36-inch pad is available for handling narrow trench cuts, and other size options are available by request. Though Vacuworx recommends using the SL 2 on carriers with a case drain, the new hydraulic design allows it to be used on compact excavators and older skid steers with no case drains. The SL 2 retains its 2,700-pound lifting capacity and has quick-connect hydraulic hoses.

66 March 2019 | EquipmentWorld.com Untitled-2 1

3/1/18 9:38 AM

safety watch

| by Tom Jackson |

TJackson@randallreilly.com

F

Illustration by Don Lomax

Gasoline bomb

ire is bad enough, but when you run away holding the fuel for the fire, it can only lead to bad consequences.

An automotive mechanic had spent much of a day removing an old fuel tank and installing a new one in a truck. The rear of the truck was elevated on a lift, and the mechanic had used an incandescent drop line with an extension cord under the truck to see the work better. The lighting within the shop was poor, and mechanics had to rely on portable lights to illuminate their work area.

He had bolted up the new fuel tank, hooked up the fuel lines to the engine and lowered the truck on the lift but had not yet installed the filler hose, or “bung” as it’s sometimes called. He also left the drop light on the shop floor.

Nonetheless, the mechanic used a bucket filled with gasoline to pour some gas into the new tank.

The absence of a fuel bung and the use of an unapproved fuel container caused some gasoline to spill onto the shop floor. The Date of safety talk: Attending:

spilled gasoline splashed onto the drop light and ignited.

The mechanic attempted to run from the flames but inadvertently carried the bucket with him. The flames followed the gasoline spilling from the bucket, caught up with the mechanic and exploded when it reached him. Other employees in the shop immediately grabbed the fire extinguishers to put out the fire but backed away because the heat was too intense. A water hose was also used to help put out the fire.

The mechanic died later as a result of third-degree burns over 95 percent of his body.

How this accident could have been prevented • Never put fuel into a partial or incomplete tank or assembly.

• Never use buckets, jugs or other containers to transfer fuel. Use only approved containers with leak-proof spouts. An approved safety container equipped with an automatic closing cap and flame arrester prevents fuel from splashing out and flames from

Leader:

getting in. Had the victim used an approved container, the fire might have still occurred, but the container would have been protected and he probably would not have suffered fatal injuries.

• In any environment where gasoline or other flammables are present, all electrical components must be off the floor and secured so that neither the liquid fuel nor fumes can reach them.

If illumination is absolutely required in proximity to a fueling operation, an explosion/ignitionproof or intrinsically safe drop light should be used. Explosion/ ignition-proof lights enclose the bulbs in a case that can withstand the force of the bulbs exploding, and they prevent substances from reaching the bulbs where high temperatures might cause them to ignite.

• Use sufficient overhead fluorescent lights to fully illuminate shop environments and reduce the need for drop lights and other portable lights that require extension cords.

_____________________ EquipmentWorld.com | March 2019 67

alerta de seguridad

| por Tom Jackson |

TJackson@randallreilly.com

Illustration por Don Lomax

Bomba de gasolina

U

n incendio ya es bastante malo en sí como para ir cargando uno mismo el combustible para el fuego.

Un mecánico automotriz había pasado una buena parte del día trabajando en un camión, retirando un viejo tanque de combustible e instalando uno nuevo. La parte trasera del camión estaba subida a un gato y el mecánico había usado un cable de extensión con una luz dirigida incandescente para ver mejor el trabajo. La luz al interior del taller era deficiente y los mecánicos necesitaban de luces portátiles para iluminar su área de trabajo.

Ya había asegurado los pernos del nuevo tanque de combustible, enganchado los tubos de gasolina al motor y bajado el camión del gato, pero no había instalado aún la manguera de llenado o “bung” como suele llamársele. También había colocado la luz dirigida sobre el piso del taller.

Pese a no haber terminado, el mecánico usó un balde para llenar de combustible el nuevo tanque. La falta de un “bung” de gasolina y debido al uso de un envase de combustible no aprobado, algo de gasolina se derramó sobre el piso del taller. Parte de ella salpicó sobre la luz dirigida y se prendió fuego.

El mecánico intentó correr de las llamas pero sin darse cuenta llevó el balde consigo. Las llamas siguieron el derrame de gasolina desde el balde, alcanzaron al mecánico y causaron una explosión. Otros empleados agarraron de inmediato los extintores de incendios para apagar el fuego, pero se apartaron ya que el calor era demasiado intenso. También usaron una manguera de agua para apagar el incendio.

El mecánico murió luego debido a las quemaduras de tercer grado sobre el 95 por ciento de su cuerpo.

Fecha de la charla de seguridad: Asistentes: 68 March 2019 | EquipmentWorld.com

Líder:

Cómo pudo haberse prevenido este accidente: • Nunca coloque combustible en un tanque o estructura cuya instalación está incompleta.

• Nunca use baldes, jarrones u otros envases para transferir combustible. Utilice exclusivamente envases aprobados con surtidores a prueba de goteras. Un envase de seguridad aprobado equipado con una tapa de cierre automático y contención de llamas impide que el combustible salpique y que las llamas ingresen. Si la víctima hubiera usado un envase aprobado, el incendio podría haber ocurrido igualmente pero el envase lo hubiera protegido y probablemente no hubiera sufrido lesiones mortales.

• En cualquier ambiente donde hay gasolina y otros artículos inflamables, todos los componentes eléctricos deben estar alejados del piso y asegurados para que ni el combustible líquido ni los vapores puedan llegar hasta donde se encuentran. Si la iluminación es absolutamente necesaria cerca de una operación de llenado de combustible, debe usarse una luz dirigida intrínsecamente segura o a prueba de explosiones y de causar fuego. Las luces a prueba de explosiones y de causar fuego encierran los focos en una envoltura que puede soportar la fuerza de una explosión de los focos e impiden que cualquier sustancia alcance a los focos cuando las altas temperaturas podrían provocar que se enciendan.

• Utilice suficientes luces fluorescentes para iluminar totalmente los ambientes del taller y reducir la necesidad de luces dirigidas y cualquier otra luz portátil que necesite de cables de extensión.

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EquipmentWorld.com | March 2019 73

final word | by Tom Jackson

TJackson@randallreilly.com

The Green New Deal

W

hen Congress opened for business in January one of its first and seemingly most pressing issues was to promote a so-called “New Green Deal” – eliminate all fossil fuels use, including air travel, by 2030 and reinsulate every home and building in America in the next 10 years. And yes, eliminate cows.

Five Democratic presidential candidates have endorsed this.

It is, of course, ludicrous, as anybody with bare minimum knowledge of construction, the environment, fossil fuels, science, logistics, agriculture or history would tell you. Having Congress dictate how we solve our environmental problems at this point in our history makes as much sense as having an astrologer give you medical advice.

Apparently, much of the political leadership in America has no idea that the physical world is heavy, hard, dangerous and difficult to shape into such things as roads, buildings, homes, parks and schools. Clean water, air-conditioned spaces, lights at the flip of a switch all took years of hard work and fossil fuel energy to build – a century, in fact, from Edison’s light bulb to Google. You can’t just tear all this up and remake it in 10 years. The California High Speed Rail Authority was formed in 1996 to build a bullet train running from Los Angeles to San Francisco. After 13 years of planning and five years of construction, they’ve abandoned the project. And Congress thinks it can save the world in 10 years?

There are reasons aplenty for this cognitive disconnect, but in the main I think the fault lies in our system of higher education. One hundred years ago, members of America’s college-educated managerial class were ex-

74 March 2019 | EquipmentWorld.com

pected to complete a least a few high school courses in the manual arts. It was called being well-rounded. The reasoning of educators then was that thinking through a complex series of physical processes in a shop environment made you a better thinker – even if you were going to spend the rest of your career thinking in an office. “The hands train the mind,” or so they said back then.

Today that philosophy has vanished, and the result is that the upper echelons of America’s political and educational establishment live in a world of ill-informed abstractions. The problem is especially acute in the Ivy League, where we get so many of our political leaders. State schools and ag colleges tend to produce less naivete.

Being the positive guy that I am, I do have a solution: nobody should be admitted to college without first learning the rudiments of a trade – bonus points for construction or diesel mechanics. With that, maybe one of these Harvard-bound kids slaving away over a parts washer in the diesel shop will become inspired. Maybe he or she will research hydrogen fuel cells, decide to major in engineering and one day patent a breakthrough technology in clean, renewable energy.

If the goal is to reduce the nation’s carbon footprint, the best and most realistic solution for young people – and future leaders – is to learn engineering, chemistry, materials science, logistics, construction management and the like. Top it off with an MBA so they can tap America’s robust capital markets and scale up their biggest and best ideas. Pretty words and Green New Deals won’t move mountains or trains or tractors, as everyone in a yellow vest and hardhat already knows.

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