Ew0415combined

equipmentworld.com | April 2015

速

P.25

NEW

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

MackTrucks.com/mDRIVEHD

GROUND. COVER. THE D-SERIES EJECTOR SCRAPER. DESIGNED BY YOU TO COVER MORE GROUND.

You asked for more. Literally. So we answered with our new D-Series Ejector Scrapers. Increased capacity up to 24 yd.3 enhances productivity. Two-tire options improve performance in soft conditions. We’ve added standard features such as an integrated quick-attach hitch, push blocks, super overfow spill guards and, a full-year warranty.

Thanks to input from customers like you, you’ll move more for less like never before. Learn more about John Deere scraper systems at your dealer or our website.

JohnDeere.com/scrapers

RUN STRONG.

DoosanEquipment.com/win1

WIN

A ONE-YEAR LEASE OF A

CRAWLER EXCAVATOR

Want to run strong equipment?

Run Doosan.

Request FREE product information:

DoosanEquipment.com/RunStrong1 1.877.745.7814 Doosan and the Doosan logo are registered trademarks of Doosan Corp. in the United States and various other countries around the world. Š2015 Doosan Infracore Construction Equipment America. All rights reserved. | 165G

Cover Story

Vol. 27 Number 4 |

table of contents | April 2015

25

EXPERIENCED EQUIPMENT OWNERS GIVE US IN-DEPTH REVIEWS ON THEIR OWN MACHINES – THREE OF THE MOST POPULAR ON THE MARKET – AND TELL US IF THEY’D RECOMMEND THIS MACHINE TO OTHERS.

27 Bobcat S650 skid-steer loader

31 Cat 336E L excavator 35 Case 580 N backhoe Equipment 19

Marketplace

John Deere’s Tier 4 Final K Series crawler dozers, Montabert’s Evolution hydraulic breakers, Caterpillar’s C Series articulated trucks, LoJack’s Connect for Equipment and more.

38 Machine Matters

85

After just a decade of use in the United States, intelligent compaction continues to gain ground.

Manufacturers introduced a host of new machines and technology at the show, held in March in Baltimore.

World of Asphalt review

EquipmentWorld.com | April 2015 7

table of contents | continued

Features 51 Highway Contractor It’s not impossible: How two states increased their highway funding

63 Road Science An overview of the Transportation Research Board’s findings on how transportation officials may approach future road projects.

®

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

71 Maintenance: Service Trucks Post-recession trends

VP of Sales, Construction Media: Joe Donald sales@randallreillyconstruction.com

indicate contractors are spec’ing their service trucks like they do their equipment – for productivity and ROI.

79 Quick Data: Compact Excavators

A snapshot of new and used sales trends for compact excavators, using data from Randall-Reilly’s Equipment Data Associates and TopBid auction price service.

Departments 11 On Record Why these reviews are different 15 Reporter Forum spotlights infrastructure funding solution need, study predicts construction to grow steadily over 10 years.

59 Safety Watch Logical lifting: Use caution when removing bridge slabs 81 Contractor of the Year finalist

James Tollestrup, Tollestrup Construction, Lethbridge, Alberta, Canada

3200 Rice Mine Rd NE Tuscaloosa, AL 35406 800-633-5953 randallreilly.com Chairman/CEO: Mike Reilly President: Brent Reilly Chief Process Officer: Shane Elmore Chief Administration Officer: David Wright Senior Vice President, Sales: Scott Miller Senior Vice President, Editorial and Research: Linda Longton Vice President of Events: Stacy McCants Vice President, Audience Development: Prescott Shibles Vice President, Digital Services: Nick Reid Vice President, Marketing: Julie Arsenault For change of address and other subscription inquiries, please contact: equipmentworld@halldata.com Editorial Awards: Robert F. Boger Award for Special Reports, 2006, 2007, 2008 Construction Writers Association Jesse H. Neal Award, Best Subject-Related Series of Articles, 2006 American Business Media Editorial Excellence Special Section Gold Award, 2006 Midwest-South Region, American Society of Business Publication Editors

94 Final Word Tribal knowledge, technology and the baby boomer brain drain: what you know needs to go digital

For subscription information/inquiries, please email equipmentworld@halldata.com. Equipment World (ISSN 1057-7262) is published monthly by Randall-Reilly Publishing Company, LLC, 3200 Rice Mine Road N.E., Tuscaloosa, AL 35406. Periodicals Postage-Paid at Tuscaloosa, Alabama, and at additional mailing offices.

POSTMASTER: SEND ALL UAA TO CFS (SEE DMM 507.1.5.2). Non-postal and military facilities: send address corrections to Equipment World, P.O. Box 2187, Skokie, IL 60076-9921 or email at equipmentworld@halldata.com. Rates for non-qualified subscriptions (pre-paid US currency only): US & possessions, $48 1–year, $84 2–year; Canada/Mexico, $78 1–year, $147 2–year; Foreign, $86 1–year, $154 2–year. Single copies are available for $6 US, $9 Canada/Mexico and $12 foreign. The advertiser and/ or advertising agency will defend, indemnify and hold Randall-Reilly Publishing Company, LLC harmless from and against any loss, expenses or other liability resulting from any claims or suits for libel violations of right of privacy or publicity, plagiarisms, copyright or trademark infringement and any other claims or suits that July arise out of publication of such advertisement. Copyright ©2013 Randall-Reilly Publishing Company, LLC All rights reserved. Reproduction in whole or in part without written permission is prohibited. Equipment World is a trademark of Randall-Reilly Publishing Company, LLC Randall-Reilly Publishing Company, LLC neither endorses nor makes any representation or guarantee regarding the quality of goods and services advertised herein.

8

April 2015 | EquipmentWorld.com

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

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

KohlerEngines.com/KDI

on record | by Marcia Gruver Doyle

MGruver@randallreilly.com

Why these reviews are different

O

ne request we’ve received consistently over the years is “can you give us a Consumer Reports-type of review on construction equipment?” For years, our answer was no. We loved the idea, but we didn’t have the staff or extended amount of time required it would take to use that excellent publication’s model.

We came to realize what we did have, however, was the Equipment Data Associates database. This tells us exactly who has financed what and on what date, giving us a direct path to owners of specific models. We could further sift that database against our Equipment World readers.

Instead of experienced engineers, our reviewers are experienced owners, as verified by EDA. They weighed all of their options and chose a particular model. They then paid some of the hardest-earned money around on that machine – with the sole purpose of making more money. And then they put it to work on their bread-andbutter jobs.

There’s no new-cab smell in these reviews. The paint has worn off the bucket and the floor has seen plenty of muddy boots. In fact, the reviewers of the three machines highlighted in this issue have put an average of 1,172 hours on these units.

Since no one is standing by with a clipboard, our reviewers tell it like it is. They love what they love and call

out the things they don’t. They gave us scores on more than 30 attributes – such as hydraulic horsepower and breakout force – ranking serviceability, performance, operator features, machine options and their dealer experience. And they answer the ultimate question: after their in-the-dirt experience would they recommend this machine to others? The good news for manufacturers, at least in these three reviews: they definitely would. On a scale of 1 to 10, no one scored less than an 8.

What you see here in print is the summary; on equipmentworld.com/reviews, you can delve deeper in what each reviewer said. How did a California backhoe service contractor, for example, score the Case 580 Super N compared to an Indiana excavating contractor?

This is the launch of a new initiative for us; one we will take to other machines. But a key component is your input. First, what do you think about how our reviewers scored these machines? Agree? Disagree? Have a point they didn’t make? Go on our site and add your comments. Second, raise your hand if you’d like to review a machine in your fleet.

These reviews are by our readers for our readers. The more machine owners contribute to these surveys, the more valuable the evaluations will be. That helps everyone make informed equipment decisions, and opens up a whole new forum for discussion with your peers and manufacturers.

EquipmentWorld.com | April 2015 11

WHEN REFUSING TO GIVE UP MEANS MAKING A TRUCK THAT DOES THE SAME. Uptime is more than building trucks designed to stay on the road longer. It’s our renewed commitment to the industry. It’s having a passion to deliver innovation, tools and services to keep our customers moving forward. It’s performing well beyond expectations at every turn, and having the drive to be better every day.

Uptime is striving to build the highest quality trucks in the business. Trucks that keep you firmly on the road ahead.

Š 2015 , Inc. All rights reserved.

All trademarks are marks of their respective owners.

InternationalTrucks.com

WELCOME TO YOUR NEW MAN CAVE INTUITIVE SINGLE JOYSTICK

OPTIONAL MULTIFUNCTION DISPLAY

MORE CAB COMFORT NEW SEAT DESIGN ROOMIER CAB ENHANCED VISIBILITY

COMPLETELY REDESIGNED FOR OPERATOR COMFORT. It’s your space for hours at a time. Not only do you want to be more comfortable while performing your work but comfortable conditions also help keep you more productive.

That’s why we asked operators for their input when redesigning the cab. The result? The new JLG® telehanders feature a more spacious cab, integrated arm rest to reduce fatigue and a seat design so comfortable you’ll feel like you’re sitting in your favorite chair.

Learn more at www.jlg.com/en/JLG-TH-10

reporter | by Equipment World staff

Infrastructure forum spotlights need for funding solution

T

he need for updating and maintaining U.S. infrastructure work is a clear, agreed-upon issue, but the means of providing funds is still divisive, as evidenced by an infrastructure forum put on by the National Journal.

Transportation Secretary Anthony Foxx and House Transportation and Infrastructure Committee Chairman Bill Shuster (R-Pa.) discussed the need for continuous funding, but did not address how the Obama Administration and the Republican majority could break the methodology impasse.

Foxx touts the plan for tax reform, including repatriation of domestic companies’ foreign profits, as a means for funding transportation projects. Shuster says that’s not a “possible”

solution. Many are calling for an increase in the gas tax – which hasn’t increased in more than two decades – but such an increase is quickly drifting to the wayside as a solution. However, both made it clear that both sides are committed to coming up with a solution.

“I feel confident that we will do a long-term bill, a five- or six-year bill,” Shuster said during the forum, “because both sides of the aisle, both sides of the Capitol, both ends of Pennsylvania Avenue, everybody’s talking about a long-term bill.”

“The one bright spot is that folks like Chairman Shuster aren’t just aware of this problem; they’re committed to solving it,” Foxx said. “Not just with regard to surface transportation, but with regard to rail and to avia-

tion reauthorization. And I very much look forward to working with him on all of those issues.”

– Chris Hill

Transportation Secretary Anthony Foxx

Briefs Astec Industries co-founder dies

Dr. J. Don Brock, age 76, co-founder, chairman and former CEO of Astec Industries, passed away March 10 in Chattanooga, Tennessee. He had been previously diagnosed with mesothelioma cancer. Brock co-founded Astec Industries in 1972. He held roughly 100 construction and drying machinery and equipment patents, and was the recipient of numerous awards. In 2014, Brock’s son, Benjamin, succeeded his father as the company’s CEO. J. Don Brock continued to serve as the Executive Chairman of Astec’s board of directors.

Cat to cut 230 jobs at Joliet plant

Caterpillar has announced that it will cut 230 manufacturing jobs at its Joliet, Illinois, facility as part of its continuing efforts to cut costs. Cat will move production of gear and engine oil valves to a plant in Monterrey, Mexico, while the heat treatment of components and the production of truck struts and truck hoist cylinders will remain at the Joliet plant. The company will start the move from Joliet in late 2016 with plans to have the transition completed by the middle of 2018.

EquipmentWorld.com | April 2015 15

reporter | by Equipment World staff

Construction expected to near prerecession employment highs by 2022

C

onstruction employment will likely grow by 29 percent between 2012 and 2022, according to a report by the CPWR Data Center. According to the center, that would put the number of construction workers in the U.S. at 11.5 million, just under the industry record set in 2007 before the recession took hold.

Funded by NIOSH and using date from the Bureau of Labor Statistics, the data center, which is a non-profit research and training institution created by the trades unions, reports that although 2014 construction employment was still below the 2007 level, new hires outweighed job losses last year. Monthly hires outweighed job separations by approximately 25,000 jobs per month in 2014.

Construction employment has reached its highest level in six years, with 9.8 million workers in 2014 compared to 8.9 million workers in 2012. Hispanic workers made up approximately 60

percent of this growth, adding a half-million jobs over a twoyear period.

Although construction employment overall has improved since the economic downturn, growth levels have varied across construction occupations. Power-line installers experienced the highest percent change in employment at 63 percent, while laborers, electricians, truck drivers and welders also experienced growth.

The projected positive change in construction, at 29 percent over the 10-year period, includes a 48.2 percent increase in residential building, a 26.1

percent increase in non-residential building and a 23.1 percent increase in highway, street and bridge construction. This compares favorably to the projected change in employment across all industries, which is expected to increase by 11.3 percent over the same period.

On a regional level, 68 percent of states saw an increase in construction employment between 2010 and 2013, with North Dakota experiencing the highest jump at 50 percent, and Alabama experiencing the steepest decline, falling 9 percent.

Between 2012 and 2022, the most positive growth is projected for states in the western U.S., Florida and Georgia, with projected growths of more than 25 percent, and close to 50 percent in Nevada. More modest growth is expected in the northeastern U.S., with just 3 percent growth projected for Maine.

– Amy Materson

Briefs Holcim-Lafarge merger back on track The short-lived hold on the Holcim-Lafarge merger has ended, with the cement companies jointly stating they have “reached an agreement on revised terms for the merger of equals between both companies.” Holcim previously delayed the merger due to a disagreement of terms on the deal. The companies now expect it to close in July 2015 after the Holcim board accepts terms during their next meeting in May.mThe companies agreed on an exchange ratio of nine Holcim shares for 10 Lafarge shares, and that a new CEO, to be proposed by Lafarge and accepted by Holcim, will be appointed after the deal closes. Reitzle and Lafont will be “non-executive” co-chairmen, and Beat Hess will be vice-chairman.

16 April 2015 | EquipmentWorld.com

It’s why you’re still running it into

the ground.

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

Bobcat.com/BeGenuine Bobcat ® and the Bobcat logo are registered trademarks of Bobcat Company in the United States and various other countries. ©2015 Bobcat Company. All Rights Reserved. | P139E

EXPERIENCE THE DIFFERENCE When it comes to uptime, there is no compromise.

That’s where Takeuchi equipment excels. These machines are built to deliver the performance, durability, easy service and operator comfort you need to get the job done faster. See what more than five decades of quality and innovation can do for you. Check out our new hydraulic excavators at takeuchi-us.com takeuchi-us.com.

©2014 Takeuchi Manufacturing. Contact your dealer for current warranty and financing program details.

FIND OUT WHAT OTHERS KNOW. VISIT TAKEUCHI-US.COM TO FIND THE DEALER NEAREST YOU. Text INFO to 205-289-3715 or visit www.eqwinfo.com

marketplace | by Amy Materson | AMaterson@randallreilly.com

EDITOR’S PICK

650K

FUEL SAVING ECO MODE Boost productivity and uptime in earthmoving and grading applications with the Tier 4 Final 550K, 650K and 700K crawler dozers from John Deere, which feature a diesel particulate filter that can go up to 15,000 before requiring ash removal. The 550K and 650K feature a PowerTech 4.5-liter diesel engine that delivers 92 and 104 horsepower, respectively, and the 700K has a 6.8-liter PowerTech that provides 130 horsepower. All three models include Deere’s Eco Mode, a new feature that optimizes fuel economy while maintaining ground speed, which is accomplished by automatic adjustment of the engine speed and the transmission settings based on the load. Deere estimates the feature will save customers as much as 20 percent in fuel costs with no loss of productivity in many applications.

Additional features include a new push button throttle that controls the engine RPM, instead of a rotary dial. The throttle works by using speed increase and decrease buttons that cause the RPM to either low idle or to go wide-open throttle;

pushing and holding the button allows the operator to locate the desired speed.

The hydrostatic transmissions have been updated, including improving response and controllability on the electronic control system. Instead of using two-speed motors, a variable displacement design boosts pushing power and drawbar pull. The electrohydraulic control option includes a larger hydraulic pump on the 550K and 650K, and the EH system is more responsive on all three machines. A feature with EH controls enables the operator to shake the blade in a quick, repeated motion that helps the blade release material. The open architecture design of Deere’s electro-hydraulic controls allows the operator to choose Leica, Topcon or Trimble grade control systems.

The 700K has two additional blade size options – the 126inch and the 144-inch blade are now available in addition to the 120-inch blade on an XLT frame and the 132-inch blade on an LGP frame. The 700K also is equipped with Deere’s V-Cool package, a cool-on-demand hydraulically driven fan.

550K

700K EquipmentWorld.com | April 2015 19

marketplace | continued

USEFUL UPGRADES

Caterpillar’s 735C, 740C EJ and 745C articulated trucks feature a host of upgrades over the machines’ predecessors, the B Series. With engines that meet Tier 4 Final standards, the 735C’s C15 ACERT delivers 452 horsepower, and the C18 ACERT engine in the 740C EJ and 745C delivers 511 horsepower. The trucks have 36-, 42- and 45.2-ton rated payload capacities, respectively, including a 1.7-ton increase for the 745C when compared to the 740B. The 740C EJ is an ejector model that combines the 745C’s tractor with a horizontal discharge body that enables the truck to unload material to uniform depths while traveling at speed. The ejector model also provides stability when discharging the load in less-than-ideal conditions. The trucks include Cat’s Clean Emissions Module, an aftertreatment system that includes a diesel particulate filter that automatically regenerates, and features a selective catalytic reduction system and easily accessible DEF tank. The transmission, Cat’s CX38 High Density Power Shift, has nine forward speeds and two reverse speeds. The CX38’s electronic features include transmission clutch engagement modulation for smooth shifting and torque management that maintains consistent flow during gear-range changes, while providing automatic shift selection tailored to the job. The transmission also has automatic traction control and the ability to set retarding control to fully automatic. Additional features include a system that facilitates stopping and starting on grades, and a braking system that applies the service brakes during pauses in the work cycle.

MORE HAULING CAPACITY

Talbert Manufacturing has updated their Traveling Axle Series by increasing the hauling capacity of each model in the product line by 5 tons. Set to replace all the models in the series, the new TA models now feature capacities of 40 tons for the 4048TA, 4050TA and 4053TA, and 55 tons for the 5548TA and 5553TA models. The TA Series features a 36-inch loaded deck height to allow for transportation of tall equipment through bridges and tunnels. The models also have Talbert’s piggy-back cylinder, which now has a larger diameter for faster axle travel. An increased number of keyholes across the rear of the trailer provides flexibility when tying down loads, and a lockable curbside gooseneck toolbox has a weather resistant door seal. A standard metal e-chain for air and electrical lines ensures aftermarket dock levelers can be added easily and less expensively. Additional features include a 7-degree load angle, 15,000-pound planetary winch with two-function wireless remote and double keyhole tie-down slots on top of the outside beams and recessed in the center of the main deck.

20 April 2015 | EquipmentWorld.com

AUTOMATIC ENERGY ADJUSTMENT

Perform a range of oversized breaking applications including rock splitting with Montabert’s V1800 and V2500 Evolution hydraulic breakers, which feature an automatic two-speed variation system that adjusts impact energy and striking rate to deliver high energy per blow on hard ground and high frequency on soft ground. The 4,154-pound V1800 is designed for carriers weighing between 55,100 and 66,150 pounds, has a 310- to 800-pbm striking rate and delivers 6,000 footpounds of impact energy. The 5,660-pound V2500 is suited for carriers weighing between 59,500 and 88,200 pounds, has a 350- to 800-bpm striking rate and delivers 8,000 foot-pounds of impact energy. The heavyrange Evolution breakers have a heavy-duty housing and fully enclosed heavy-duty cradles that minimize ambient noise on the jobsite while protecting working parts from dust and debris. Standard features include a blank-fire protection system, soft-start feature and an energy recovery system that recycles recoil energy to increase strike power.

THE EARTH IS YOUR CANVAS

TOPCON EXCAVATOR CONTROL SYSTEMS The enhanced productivity of 3-D control is a well-known fact.

But what’s often overlooked is the beauty of its precision.

Get the confidence to tackle any job with ease, and the most demanding ones with a smile. topconpositioning.com

marketplace | continued

SMALL-SCALE WORKHORSES

Hitachi has updated its smallest compact excavators with new Tier 4 Final engines that require no diesel exhaust fluid.

The new ZX17U-5 and ZX26U-5 compact excavators, boasting 14.5 and 20 horsepower, respectively, are designed for a range of jobs including commercial and residential building, site development and rental. The ZX17U-5 weighs 3,790 pounds and the ZX26U-5 weighs between 5,870 and 6,110 pounds. Both machines feature independent swing boom and 360-degree rotation, allowing them to work in tight spaces, as well as simplifying loading and transporting the compact excavators from job to job. A standard backfill blade allows the machines to be used for grading and backfilling, as well as providing additional stability. The ZX17U-5 has easy blade-width expansion with redesigned blade extension pins, and the unit’s variable-width undercarriage and foldable blade assist with navigating tight jobsites. The ZX26U-5 features swing boom and foldable travel pedals that are easy to operate but offer foot room. Short-throw pilot levers deliver precise control smoothly with little effort.

Safety is enhanced with a ROPS-certified canopy, as well as a ROPS cab option for the ZX26U-5. The redesigned cab is heated, and has a large front window for better visibility. Heavy-duty side shields protect the propel motors, boom and blade cylinders. The machine’s X-frame not only provides a stable platform, but also resists the buildup of material.

ASSET TRACKER

Simplify asset management with LoJack’s Connect for Equipment, designed to allow manufacturers, rental operations and construction companies to more easily track their equipment. The telematics system enables tracking machine utilization by week, day and hour; provides real-time and historical data, analysis and management features with easyto-use reports; and tracks service data including records and engine hours. Accessible via smartphone, tablet or laptop, the system exchanges machine-to-machine data. When used with LoJack’s Stolen Vehicle Recovery System, the telematics solution enables quick recovery of stolen equipment via the system’s direct integration with law enforcement.

22 April 2015 | EquipmentWorld.com

CONVENIENT KIT

Construction companies, utility companies and public works agencies can warn the public about downed power lines and electrical emergencies with the Emergency Utility Marking Kit from William Frick and Company. Stored in a duffel bag, the kit contains a traffic cone sleeve alerting others to the presence of overhead work, utility pole wraps, self-laminating hard hat emergency labels, utility cable ID tags, lock-out tags, utility marker flags and danger tape to create a perimeter around the work area. Small enough to easily store in a utility vehicle, the kit is designed to be useful in areas where severe weather conditions create a need to immediately mark a hazardous location.

PROFICIENT PERFORMANCE

Case’s 570N EP tractor loader offers the same level of performance as the company’s 570N XT tractor loader, but features a maintenance-free Tier 4 Final engine. The 74-horsepower 570N EP has Case’s particulate matter catalyst that requires no fluids or filter maintenance. The 11,134-pound machine has a three point hitch and 28.5-gpm, 3,000-psi hydraulics to power rear attachments.

Ride Control helps to reduce spillage and provide a smoother ride while roading, and Comfort Steer allows operators to maneuver quickly by going from lock-to-lock with only 1 1/2 turns of the steering wheel. The machine’s cab includes floor-to-ceiling glass and a climate control system to allow comfortable year-round use.

The 570N EP is available with an optional 30-horsepower factoryinstalled PTO or PTO-ready hydraulic setup. Both options include a high-torque, low-speed axle to improve strength and boost performance. Other options include hydraulic and mechanical front quick couplers, auxiliary work lights, a fifth-spool auxiliary circuit for the three-point hitch valve and counterweights. Available attachments include angle brooms, box scrapers, buckets and snow blades.

PRODUCTIVITY BOOSTER

Designed for use with 6- to 26-ton excavators and backhoes, Geith’s tilting couplers provide up to 180 degrees of rotation from side to side. The rotational function allows operators to reposition the bucket or attachment without having to reposition the entire machine. Four independent locking components ensure safe operation while providing attachment retention. The front lock keeps the attachment in place in the event of an improper rear pin connection, while the rear lock and the mechanical spring system keeps the attachment in a working position in the event of a hydraulic power loss. The spring-retained locks are capable of functioning at a high level in severe applications or dirty environments. Additional features include a curved engaging plate, hydraulic cylinder check valve and a curl-to-release control system. A variable pin center design enables operators to change attachments from the cab, as well as reverse bucket orientation in confined spaces.

STREET SMART

DESIGN Need a solution for smaller compaction jobs or narrow spaces? Check out new CP compact tandem asphalt rollers and soil compactors. They’re built to last and packed with the power and features you need to get the job done on time and on budget. Get the details at cp.com.

Chicago Pneumatic Construction Equipment Phone 800-760-4049 | Fax 800-952-7975 construction.us@cp.com | www.cp.com

www.cp.com Rollers Ad_7x4.5_EquipWorld.indd 1

People. Passion. Performance.

3/5/15 8:432015 AM 23 EquipmentWorld.com | April

MAKE LESS WORK OUT OF WORK.

People think truck drivers simply drive, but we know better. Standing between you and Job Well Done are all sorts of distractions. We introduced I-Shift so shifting isn’t one of them. It can help you stay focused, productive and safe – the true goals of every professional driver. This is why I-Shift is standard on every new Volvo truck.

Learn more at volvotrucks.us.com.

VNX 300

reader reviews | by Equipment World staff

CONTRACTORS SHARE THE PROS AND CONS ABOUT THREE OF THE MOST POPULAR MACHINES IN THE MARKETPLACE

F

ace to face most contractors are brutally honest when they talk about equipment. But it has always been a challenge for us to get an objective consensus.

So this year we set out to get our readers to tell us, on a scale of 1 to 10, what they liked and disliked about specific machines.

The machines we chose for this inititial round of reviews – the Bobcat S650 skid steer, Case 580 Super N backhoe, and Caterpillar 336E L excavator – were identified by our Equipment Data Associates database as some of the top selling (financed) machines in the country. We also used this database to identify owners of these machines to survey.

Two machines – the S650 and Case 580 Super N – are current models. The Cat 336E L was just replaced by the

Cat 336F L. All reviewers bought their machines between January 2013 and January 2014.

While our reviewers were conservative with their numerical ratings, in their comments, given either anonomously or by name, they seemed satisfied with their purchases. Most indicated they would buy these machines again. Interestingly, our reviewers consistently gave dealer sales, support and service, some of the highest ratings.

This is the first of a series showcasing reviews of heavy equipment. We’d like this to become a dialogue, and to hear what you think as an operator or owner. Let’s keep the conversation going. If you have experience with any of these three machines, tell us at equipmentworld.com/reviews.

–The editors

EquipmentWorld.com | April 2015 25

Allison’s TC10 Delivers Up To 5% ®

Better Fuel Economy Automatically

Real-World Testing Confirms Real-World Savings. Now you can have the reliable, driver-friendly operation of an Allison fully automatic and improve your Class 8 tractor fuel economy. In over the road tests, the Allison TC10® automatic transmission improved fleet user fuel economy by an average of 5% when compared to trucks equipped with their current manual or automated manual transmissions (AMTs) … regardless of driver experience or expertise. Equipped with FuelSense,® a unique package of software and electronic controls that maximizes operational efficiency, the TC10 quickly finds the right gear with virtually no loss of acceleration.

To learn more, contact your truck dealer or visit allisontransmission.com/tc10.

© 2015 Allison Transmission Inc. All Rights Reserved.

reader reviews | by Tom Jackson

WHAT DO YOU THINK?

50 the Bobcat S6 A full review of r website, is on ou s. ld.com/review equipmentwor t individual reviewers ha w e There you’ll se you’ll be able to join thought, plus n, adding your the conversatioto those of comments our reviewers.

Bobcat S650, 2012/2013 model W

hile our reviewers were a bit stingy with their numerical ratings, in their comments to us and in our surveys, many made it clear they like the Bobcat S650 and will continue to buy and use it.

“I wouldn’t own any other,” said Chad Heinert, owner of Heinert Enterprises, Papillion, Nebraska. “I’ve owned Bobcat skid steers for 25 years.”

Mark Halla, owner and self-described steward of The Mustard Seed Landscaping and Garden Center in Chaska, Minnesota, says he’s run just about every type of skid steer made in the last 20 years, but has settled on the Bobcat. “I think Cat machines are great, they run a little different and I would say they are the crème-dela-crème,” says Halla. “But you pay more for them and I think the Bobcat is a better value. Everything we have is Bobcat.”

One reviewer who preferred to remain anonymous said: “I feel confident in our Bobcat products. We cur-

OVERALL RATING:

8.2 out of 10

rently have six fairly new machines and depend on them every day for business.”

Here’s how our 12 reviewers scored the specific aspects of the Bobcat S650. All ratings are given on a scale from 1 to 10 with 10 being the best possible score and 1 being the worst possible score.

Serviceability: Overall score 7.7 out of 10 Compact machines can be challenging to work on when so many components have to fit in small space, and none of our reviewers gave high marks to any of the service access functions. Heinert in his comments singled out battery access as a particularly difficult task.

Two of our anonymous reviews added some positive comments: one liked the interchangeable oil filters EquipmentWorld.com | April 2015 27

reader reviews | continued between different Bobcat models and the other said “They keep running with little babysitting.”

Rate the serviceability of your Bobcat S650:

Rating

Access to daily service points

7.5

Access, ease of PM service

7.6

Access to battery

7.3

Fuel capacity

7.8

Cooling capacity

7.9

Ease of radiator clean out

7.9

Serviceability overall score (out of 10):

7.7

Performance: Overall score 7.8 out of 10 On the scorecards, nobody was overwhelmed with the horsepower. And fuel efficiency got one of the lowest cumulative scores. But many of the things that count – travel speed, balance and ride handling, the Bob-Tach attachment changing system, truck loading and tractive effort – all scored well.

Halla puts foam-filled tires on his S650 and commented that he considers it to be an exceptionally stable machine.

“We use it anytime we have a steep slope where something else might tip over – something you might ordinarily use a tracked machine on.” He also uses it for heavy lifting. “It’s a pretty strong machine,” he says. “We like the high speed, high flow hydraulics,” he added. “The reality is the hydraulics have gotten much better than they used to be. The standard hydraulics are almost what the high flow used to be.”

Rate the performance of your Bobcat S650:

Rating

Horsepower

7.8

Fuel efficiency

6.2

Digging, dozing, breakout force

7.8

Reach, lift height

7.9

Arm lifting force

7.6

Standard controls

7.9

Traction, tractive effort

7.9

Truck loading performance

7.9

Hydraulic flow and pressure

7.8

Cycle times

7.7

Travel speed

8.2

Balance, ride, handling

8.3

Bob-Tach, ease of changing attachments

8.3

Emissions controls

8.0

Nighttime lighting

8.3

Performance overall score (out of 10):

7.8

28 April 2015 | EquipmentWorld.com

Operator features: Overall score 7.7 out of 10 Reviewers clearly liked the cab and instrumentation.

Visibility to the rear scored poorly, and several reviewers commented on this, but the design of a skid steer with its high rear end, makes rearward visibility difficult at best. Several reviewers said they’d like to see a rear view camera.

Rate the operator features of your Bobcat S650:

Rating

Cab size, roominess

8.0

Standard seat comfort, ergonomics

7.9

Visibility forward

8.3

Visibility rear and sides

6.9

Dash displays, instrumentation panel

8.3

In-cab storage

6.9

Foot room

7.8

Ease of entry/exit

7.7

Operator features overall score (out of 10):

7.7

Machine description

T

he Bobcat S650 is a skid steer loader with a vertical lift path and is part of the 600 series. Vertical lift is becoming more popular in the 1,350- to 2,200-pound class and the S650 is just a bit bigger than this, at 2,690 pounds.

Compared to radial lift models, vertical lift machines are better at material handling and stockpiling and generally have a higher reach, which improves truck loading, especially loading to the center of the truck. Vertical lift skid steers are typically used when you have applications occurring above eye level.

The S650 has a cab forward design and large windows on the side and top to improve visibility. Control options include: foot pedal, Bobcat’s Advanced Control System, or Selectable Joystick Controls. Hydraulic hoses are routed through the loader arms for protection.

According to the 2014-2015 Equipment World Spec Guide, the S650 is one of the heavier models in this class and has the highest standard hydraulic pressure, 3,500 psi. Bucket breakout force has increased from 4,800 pounds last year to 5,138 in the current year’s Spec Guide. Going forward, the company is using a DPF-free Bobcat branded 2.4-liter engine.

The Power Bob-Tach system enables you to change attachments without having to leave the cab. The ride control option cushions the loader hydraulic circuit to smooth out bumps in the road and prevent bucket spillage. Joystick controls (on Selectable Joystick Control machines) slide forward and backward independent of the seat, accommodating the needs of different size operators. Optional hydraulic bucket positioning keeps the bucket level when raising lift arms to reduce spillage.

Machine options: Overall score 8.7 out of 10 A quick glance at the chart indicates that almost half or better of all our reviewers opted for the more tricked-out versions of the S650. Two out of three went for the deluxe instrumentation and keyless start, hydraulic bucket positioning and power Bob-Tach.

As for the power Bob-Tach, “I can’t ever imagine having one without that,” Halla says. “I’ve always thought getting in and out was the most dangerous part of machine operation and we don’t have to deal with that when changing attachments.” Halla also opted for the hydraulic bucket positioning, “But the reality is that once you’re a good operator you don’t need that,” he says. “It’s good for the new guys, though.”

Which of these options are on your Bobcat S650?

Percent

Rating

Advanced joystick control system (ACS)

41.7

7.4

Selectable joystick control (SJC)

33.3

7.0

Air ride seat

41.7

8.6

Mechanical suspension seat

33.3

8.5

Cab with heat

50.0

9.2

Cab with heat and AC

75.0

9.0

Deluxe instrumentation (w/ keyless start)

66.7

9.4

Hydraulic bucket positioning

66.7

9.1

Radio

66.7

Ride control

A look at our reviewers

“

It’s a pretty strong machine.We like the high speed, high flow hydraulics.

”

W

e found our reader reviewers using EDA database information, which confirmed every one in our sample owned the machine in question. The chart below shows you how many hours respondents had put on their macine when surveyed.

Total number of respondents: 12 How many hours do you have on your Bobcat S650?

Up to 500 hours

4

9.0

501 to 1,000 hours

1

16.7

8.0

Sound reduction package

50.0

9.0

More than 1,000 hours

7

Two-speed travel

83.3

8.7

Attachment control kit

58.3

9.0

Power Bob-Tach

66.7

9.4

High flow hydraulics

50.0

9.3

Engine block heater

66.7

8.4

Machine options overall score (out of 10):

For more information: For more details on individual reviews go to equipmentworld.com/reviews.

8.7

Dealer/Service: Overall score 8.9 out of 10 One of the more interesting results that came out of our survey was how much our reader reviewers liked their dealers and the support they got after the sale. The numbers speak for themselves.

Rate your dealer and the support you’ve received after the sale:

Rating

Support after sale

9.1

Parts availability

8.8

Warranty

8.8

Dealer representative/salesperson

8.9

Dealer/Service overall score (out of 10):

8.9 EquipmentWorld.com | April 2015 29

reader reviews | by Wayne Grayson G YOUR IVE US THOUG HTS A full re view

of the C equipm is on our web at 336E L e n tworld site, There yo .co u’l thought,l see what indivm/reviews. idual rev plus you ie the con versatio ’ll be able to jo wers n, addin in comme g your nts our revieto those of wers.

Caterpillar 336E L excavator OVERALL RATING: 9.0 W ith a combined 14,000 hours of uptime with the Caterpillar 336E L and after considering every aspect of the machine’s fit in their business, our reviewers gave the excavator high marks in nearly every category. Based on their reviews, the 336E L is a machine that performs well and makes operators happy, despite a few quirks.

Chris Cunningham has been running excavators since he was 16 years old. The 26-year-old operator has worked for underground utility contractor Garnto Southern of Evans, Georgia, for the past three years.

Carpenter has put in 1,500 hours on the machine by himself and calls it, “the perfect all-around machine for what we do.” He said his favorite aspect of the machine is its size compared to what it can handle. “I can not only lift a structure that’s 20,000 pounds but also put it on the other side of the road,” he says. “And it’s fast. The 336 is Cat’s bread-and-butter in my opinion.”

Howard Chaney of Hunter Construction Group in Moorseville, North Carolina, agrees. “It’s a bigger machine with more power that I don’t need a super load permit for,” he says.

But the machine isn’t without issues, as our reviewers pointed out. One of the more common complaints was poor rear and side visibility, while one reviewer has

out of 10

concerns over the machine’s performance compared to older Cat excavators in his fleet. There were concerns over fuel consumption as well.

Here’s how our seven reviewers scored the specific aspects of the Cat 336E L, which has now been replaced by the Cat 336F L. All ratings are given on a scale from 1 to 10 with 10 being the best possible score and 1 being the worst possible score.

Serviceability: Overall score: 9.1 out of 10 Our reviewers gave the 336E L high marks for serviceability, though a few of them did subtract points for the machine’s ease of radiator clean out and for access to service points. One reviewer noted, “They changed the location of fuel filters to an extremely hard to reach location behind the cab. The fill port for the hydraulic pump interface is even more difficult to access to fill with 10W-30 in the sight glass. Still can’t reach boom, stick and stick cylinder eye zerk fittings without starting and moving machine. Competitors have installed grease lines to ease maintenance so they don’t get skipped by fuel guys.”

EquipmentWorld.com | April 2015 31

reader reviews | continued Rate the serviceability of your Cat 336E L:

Rating

Access to daily service points

9.1

Access to scheduled service points

9.0

Fuel capacity

9.6

Ease of radiator clean out

8.7

Serviceability overall score (out of 10):

9.1

Performance: Overall score 8.9 out of 10 All of our reviewers but one said the 336E L has met their expectations, and then some, in terms of performance. Tied for the highest-rated aspects of performance were swing speed/torque, bucket breakout force, dump height and reach, all with a score of 9.3. Among the areas of concern for our reviewers were lift over side at 8.4, fuel efficiency at 8.3 and nighttime lighting at 8.0, “The machine is equipped with a back-up camera, but no light on the counterweight to see at night-making all jobs with laborers on the ground very dangerous,” noted one reviewer. “Two lights on the counterweight can avoid the time and expense of a light tower every night shift.”

Keith Brinson, the shop superintendent at J.B. Coxwell Contracting in Jacksonville, Florida, says while his operators like the machine, performance hasn’t met the firm’s expectations, though he may be zeroing in on an explanation for that. Brinson said each of the company’s four 336 E Ls are equipped with the longer stick option.

“We do a lot of pipe laying and with the shorter swing radius than on the older model machines we have, some of the operators are complaining about some tipsiness in (the 336E L),” he says. “Plus, with the longer stick, we’ve lost some of the lifting capacity.”

Brinson says the company isn’t dissatisfied with the machine and wants to get a 336E L with a medium stick to be sure that the loss in performance is solely due to the longer stick. “Right now we have some heavy storm drains that we’re doing so we’re really testing the limits of the lifting capacity. And right now, according to the machines’ chart, they’re doing what they’re supposed to be doing. They’re performing pretty close to as advertised.”

When it comes to performance, Cunningham says the 336E L is unparalleled. “There’s nothing else around here that will run with it,” he says. “We’re in Richmond County, Georgia, doing a highway project right now and the company we’re working with is strictly Komatsu. I told one of their operators to get in the 336E L and as soon as he got out he said he wanted one.”

Cunningham said the machine’s only downsides are its regen time and fuel consumption. “It has to regenerate and all that garbage and when it does, it burns a little bit more fuel. I try to regen mine during lunch, because if 32 April 2015 | EquipmentWorld.com

you don’t do that, by the end of the day it’s regenerating and you’re trying to leave,” he says. “And if you get down to a quarter of a tank and this thing starts trying to regen, you better go ahead and call a fuel truck.”

Rate the performance of your Cat 336E L:

Rating

Fuel efficiency

8.3

Hydraulic horsepower

9.1

Swing speed, torque

9.3

Reverse swing dampening

8.9

Bucket breakout force

9.3

Dig depth

9.1

Dump height

9.3

Reach

9.3

Lift over side

8.4

Lift over end

9.1

Stability

8.9

Cycle times/productivity

9.1

Emissions system/regens

8.7

Nighttime lighting

8.0

Coupler, work tool changes

8.9

Performance overall score (out of 10):

8.9

Operator features: Overall score 8.8 out of 10 When it comes to making the operator comfortable and productive, our reviewers gave the 336E L high praise.

However, a common complaint about rear and side visibility brought the overall score in this category down a bit.

“In a mid-size machine, contractors often need work done in confined spaces such as between fixed objects or near traffic,” one reviewer explains. “In an industry defined by safety (rather) than performance, the 336 is, what I feel, a step backwards as far as visual awareness. The previous 40-ton machines allowed for better sight of immediate surroundings. Blind spots have been increased on the 336 making the machine more dangerous to operate.”

Another reviewer agrees, noting, “Operator visibility is very important. I think the blind spots need to be reduced to at least the previous generation 40-ton models. Line of sight is safer than a back up monitor.”

Cunningham, on the other hand, had nothing but praise for the cab. “The cab on the Es, compared to the Ds, is 100 percent better. The seat is 100 percent better, they’ve done something different with the air conditioning and it’s better. The comfort of the whole cab is better,” he says.

Rate the operator features of your Cat 336E L:

Rating

Machine options: Overall score 9.2 out of 10 More than half of the reviewers had the hydraulic quick coupler and the HID lights installed on the machine with score of 9 and 9.5 respectively.

Cab size, roominess

9.0

Standard controls, ease of use

9.1

Ease of entry and exit

9.0

Standard seat comfort, ergonomics

9.0

Which of these options are on your Cat 336E L:

Visibility forward

9.1

Grade control

100

NA

Visibility rear and sides

7.6

Product link telematics

57.1

8.4

Dash displays, instrumentation panel

9.0

HID lights

14.3

9.5

In-cab storage

8.4

Control pattern quick coupler

57.1

10

Footroom

9.0

Hydraulic quick coupler

57.1

9.0

Rear view camera (standard)

9.1

Machine options overall score (out of 10):

Operator features overall score (out of 10):

8.8

Undercarriage: Overall score 8.5 out of 10 Undercarriage garnered the lowest overall score of all the categories assessed, with reviewers noting particular issues with the 336E L’s press fit master pin retention system. “I had to realign tracks a few times over the years and to split open and pin back is impossible now without a track press,” one reviewer noted.

Rate the undercarriage of your Cat 336E L:

Rating

Percent Rating

9.2

Dealer/service: Overall score 9.7 out of 10 Nabbing the highest overall score of all categories, each aspect of dealer/service scored a 9.7. “I would buy another 336 if given the choice,” wrote one reviewer. “Uptime and parts availability make Cat the only choice I would make. Very high quality.”

Rate your dealer and the support you’ve received after the sale:

Rating

Support after sale

9.7

Three piece track-guiding guard

8.9

Parts availability

9.7

Slotted final drive seal

8.9

Warranty

9.7

Press fit master pin retention system

7.9

Dealer representative/salesperson

9.7

Undercarriage overall score (out of 10):

8.5

Dealer/service overall score (out of 10):

9.7

Telematics: Overall score 9.2 out of 10 Telematics was the standout aspect of the machine options category. It was the only machine option each of our reviewers had equipped on the 336E L and scored an 8.4. While half of the reviewers rated Cat’s Product Link telematics a 9 or 10, the remaining reviewers had mixed feelings. “Product Link is a handy option that Cat is still perfecting,” one reviewer says. “Occasionally readings are false, stating machine is running over the course of a weekend or 24-hour period when, in fact, machine is off.”

Machine description

C

ompared to the D Series, the Cat 336E L excavator boasted a 12-percent increase in machine horsepower, 5 percent more hydraulic pressure and a 2-percent boost in fuel economy (note fuel economy may change depending on engine type, Tier 4 Interim or Tier 4 Final). As previously noted, the Cat 336E L has been replaced by the Cat 336F L, introduced at ConExpo in March last year.

There are two versions, one with a 6-ton machine counterweight with a heavy duty boom and sticks, and the other with a 7-ton counterweight with reinforced extreme service boom and sticks. The 7-ton version offers a 6-percent lift advantage over the heavy duty version.

An electric boom regeneration valve recirculates oil on the cylinder

A look at our reviewers

W

e found our reader reviewers through Randall-Reilly’s Equipment Data Associates division, which tracks financed purchases of construction equipment, and verified each reviewer owned a Caterpillar 336E L. Our reviewers have put between 500 and 5,000 hours on this machine.

How many hours do you have on your Cat 336E L? Total number of respondents: 7 For more details on individual reviews go to equipmentworld.com.

500 - 1,000 hours

2

1,001 - 2,000 hours

2

2,001 - 3,000 hours

2

5,000 hours

1

rather than sending it all the way back to the pump, saving on hydraulic horsepower. The cooling system is 20 percent larger and a step platform has been added to the engine compartment for convenience during maintenance. The DPF regeneration system can be set to regenerate automatically, or the operator can choose manual regens if he’s working in areas with flammable materials.

A new ROPS structure was designed for the E Series and the control pattern selector switch (SAE or backhoe) has been moved from the air filter area to under the mat in the cab. Center lock pin grabber coupler expands the range of attachments and boomstick options.

EquipmentWorld.com | April 2015 33

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reader reviews | by Marcia Gruver Doyle

Case 580 Super N backhoe

R

7.9

eviewer Wayne Dowd, W. Dowd Excavating, Wind Gap, Pennsylvania, appreciates how the Case 580 Super N backhoe stacks up out of 10 against two competitive machines.

One competitive machine is “not as nimble joysticks are super comfortable and I wouldn’t go back. I can sit wherever I want and bring the joysticks to or balanced” as the 580; another machine is “too me. On my old 580D I had to hunker over the big and bulky, with a large boom where you controls and I was just beat at the end of the can’t get in and out without making all kinds TELL US day.” of turns,” Dowd says.

OPINION YOUR Another thing Karr had to get used to In comparison, with the 580, he can N Super 580 Case the of review full A in comparison with his old machine: “zip around the jobsite. The maneuverwebsite, our on is needing another person to help guide ability is just not comparable with the equipmentworld.com/reviews. him on to a trailer. “I can’t see right other machines. I‘m just comfortable.”

There you’ll see what individual reviewers down like I used to, but the only time I In comparison to Dowd, who uses thought, plus you’ll be able to join your adding conversation, the really need it is when I’m loading, so I’ve his machine regularly, Gerald Karr with of those to comments learned to adapt,” he says.

Folsom Well Service, Folsom, New Mexico, our reviewers.

Here’s how our seven reviewers scored the doesn’t use his 580 every day. “I can run it for Case 580 Super N. All ratings are given on a scale three days straight and then it will sit for weeks,” from 1 to 10, with 10 being the best possible score and 1 he says. being the worst possible score.

The reviewers were chosen Karr is glad for the joystick pilot controls on his machine, from Equipment World readers and were verifi ed as owners even though he says they don’t give him the feedback of his former sticks. “I hit some water lines I know I wouldn’t of this machine by Equipment Data Associates, a division of Randall-Reilly. have hit before because I would have felt them. Still, the

OVERALL RATING:

EquipmentWorld.com | April 2015 35

reader reviews | continued Serviceability: Overall score 8.8 out of 10 Our seven reviewers particularly liked the machine’s fuel capacity, giving it a 9.3. Says Karr: “On my previous machine, when I was out all day, I had to bring along a fuel can. This lasts all day.”

The only serviceability item that scored noticeably lower on the Case 580 Super N was “access, ease of preventive maintenance/500 hour service.” This item scored 8.3 while the remaining serviceability features had an average score of 8.9.

Rate the serviceability of your Case 580 Super N:

Rating

Access to daily service points

8.7

Access, ease of PM/500 hour service

8.3

Fuel capacity

9.3

Ease of radiator clean out

8.8

Serviceability overall score (out of 10):

8.8

Performance: Overall score 8.5 out of 10 While respondents were happy with the fuel capacity of the Case 580 Super N, they weren’t as impressed with its fuel efficiency or travel speed, which at 7.9 scored noticeably lower than other performance features. “We road the machine often and it’s slow on hills. A little more road speed would be nice,” Dowd says. Karr has a different perspective, however: “I like the transmission a lot; everything seems peppy. When roading in 4th gear, the machine keeps the engine rpms down and every rpm leads to wear.”

Dowd also cites the hydraulics and fast cycle times.

“It’s a smooth machine and I can get back into a hole with no jerkiness.”

Machine description

I

ntroduced in 2012, the Case N Series of backhoes represented a substantial reworking of the model. The series includes four machines: our review machine, the 580 Super N; the 580N, 580 Super N WT (wide track) and the 590 Super N. The 14-foot-class, 91-horsepower 580 Super N model replaced the 580 Super M Series 3.

Notable changes to the line up included a PowerLift feature that boosts the muscle to the backhoe bucket as much as 65 percent when digging in frost, clay, or root bound soils and when lifting or craning heavy objects.

Powershift H-type and Powershift S-type transmissions enable you to shift from the column. A kickdown feature is standard and what Case calls the SmartClutch lets you customize the transition from forward to reverse for smoother direction changes. The backhoe also has a ProControl anti-rebound system as an option that reduces side-to-side jerking when bringing a loaded backhoe bucket to a stop.

The geometry of the loader arm was redesigned to increase breakout force and reach to the center of dump trucks along with increasing lift capacity 36 percent.

36 April 2015 | EquipmentWorld.com

Backhoe lift capacity – a key performance indicator – came in at a high 9.0 as did backhoe bucket height and reach, the push-button, electric diff lock controls and balance over stabilizers.

“I’ve tried others,” says one reviewer, “and for what we do, the machine works well. We have the PowerLift, but don’t really use it.”

Rate the performance of your Case 580 Super N:

Rating

Horsepower

8.1

Fuel efficiency

7.9

Loader bucket breakout force

8.3

Loader bucket height/reach

8.4

Loader bucket lift capacity

8.4

Backhoe bucket breakout

8.6

Backhoe bucket height/reach

9.0

Backhoe lift capacity

9.0

PowerLift

8.9

Traction, tractive effort

8.6

Hydraulic flow and pressure

8.3

Cycle times

8.6

Travel speed

7.9

Balance, handling at travel speed

8.6

Standard powershuttle synchromesh transmission (4F-4R)

8.4

Electric differential lock control, push button

9.0

Balance over stabilizers

9.0

Ease of changing attachments

8.7

Emissions system/DPF/regen times

7.9

Nighttime lighting

8.3

Performance overall score (out of 10):

8.5

“

The in-cab storage is limited, but it’s a work tool, not a hotel room

”

Operator features: Overall score 8.4 out of 10 Respondents dinged the machine on its in-cab storage room, giving it a 7.6 score. This included Dowd, but he was also pragmatic. “The in-cab storage is limited, but it’s a work tool, not a hotel room,” he says. The cab’s foot room

scored slightly better at 7.9.

What respondents seemed to appreciate, however, was much more important than interior cab space: the ease of use of backhoe controls (9.0 score) and loader controls (8.9). Respondents also liked the forward visibility (8.7) and the dash displays/instrumentation panel (8.7).

Rate the operator features of your Case 580 Super N:

Rating

Which of these options are on your Case 580 Super N?

Percent Rating Used

Auto ride control, 4WD models

71.4

9.0

Comfort steering

57.1

8.8

Pro Control anti-rebound system on backhoe bucket

57.1

9.0

Mechanical suspension seat

14.3

9.0

Air ride suspension seat

85.7

8.7

Cab size, roominess

8.3

Seat comfort

8.4

Enclosed cab

85.7

8.8

Visibility forward

8.7

AC

85.7

9.2

Visibility rear and sides

8.3

Cab heater

100

9.0

Backhoe controls, ease of use

9.0

28.6

7.0

Loader controls, ease of use

8.9

Transmission, Powershift S-type with kick down in loader control lever.

Dash displays, instrumentation panel

8.7

57.1

8.0

In-cab storage

7.6

Transmission, Powershift H-type with hydraulic clutch shifting with auto function

Footroom

8.0

8.7

8.4

Rear axle heavy duty outboard planetary drive with 19.5 L x 24 tires

85.7

Ease of entry and exit Operator features overall score (out of 10):

8.4

Auxiliary backhoe unidirectional hydraulics

28.6

9.5

Auxiliary backhoe bi-directional hydraulics

14.3

8.0

Hydraulic front quick coupler

14.3

8.0

Extendahoe/extendible dipper

71.4

8.4

Ride control

57.1

9.5

Hydraulic leveling loader bucket

100

8.3

Extendible dipper

57.1

9.0

Dealer/service: Overall score 8.6 out of 10 Since dealers are so integral to the equipment ownership experience, we asked respondents to rank their dealers in four key areas: support after sale, parts availability, warranty and their dealer representative.

The Case dealers who serviced our respondents came out looking great: Rate your dealer and the support you’ve received after the sale:

Rating

Support after sale

8.3

Parts availability

8.7

Warranty

8.9

Dealer representative/salesperson

8.7

Dealer/service overall score (out of 10):

8.6

Machine options: Overall score 8.7 out of 10 It’s clear backhoe owners like options, especially those geared toward operator comfort and performance. The most popular, chosen by all of the respondents, were a cab heater and hydraulic leveling loader bucket.

Those who chose auxiliary backhoe unidirectional hydraulics and ride control rated them highly, giving them a 9.5 score.

Popular creature comforts include an air ride suspension seat, enclosed cab and air conditioning. Respondents also opted for auto ride control and a rear-axle heavy duty outboard planetary drive with 19.5 L x 24 tires.

Machine options overall score (out of 10):

8.7

A look at our reviewers

W

e found our seven reader reviewers through Randall-Reilly’s Equipment Data Associates division, which tracks financed purchases of construction equipment, and verified each reviewer owned a Case 580 Super N. There was a broad range on the number of hours these buyers had put on the machine.

Total number of respondents: 7 For more details on individual reviews go to equipmentworld.com.

How many hours do you have on your Case Super N? Up to 500 hours

3

501 to 1,000 hours

3

More than 1,000 hours

1

EquipmentWorld.com | April 2015 37

machine matters | by Richard Ries

INTELLIGENT COMPACTION After barely a decade, intelligent compaction still has some issues. But that’s not stopping agencies, contractors, and OEMs from moving ahead.

38 April 2015 | EquipmentWorld.com

W

hile intelligent compaction (IC) has been popular in Europe for some time, it’s only in the past decade that it began gaining ground in the United States. As with any young technology, some matters are unresolved. There are no standardized intelligent compaction measurement values (ICMVs); OEMs are free to create their own ICMVs to measure the effectiveness of their equipment. And until very recently there was no mathematical way to directly correlate stiffness, which is measured by IC, with density, which is what agencies use to determine compliance with project specs. And while IC can be an important part of quality control, it’s not yet mature enough to provide quality assurance.

Testing by traditional methods is necessary even when IC is used, but IC data coupled with traditional test results yield a much more comprehensive picture. “A nuclear density test is still required,” says Katie Pullen, brand marketing manager for Case Construction Equipment, “but if a company goes strictly off the data from a nuclear density meter, they’re not getting load-bearing capabilities. Measuring stiffness is said to be a better indicator than density and since primary metrics with IC include rebound detection and stiffness, the combined results will be more accurate and there will be a higher chance of passing if intelligent compaction is used.”

Even though IC is far from fully evolved, it is a huge leap forward in compaction technology. Because of this, agencies are including IC requirements in their projects more often and OEMs are expanding their IC offerings. IC offers value right now and no one’s waiting for IC to be perfected before applying the current state of technology.

Fundamentals Steve DePriest, product specialist, Hyundai Construction Equipment Americas, says the fundamentals of IC are easy to understand.

“Depending on the type of system, the information is displayed temporarily on a digital screen to provide guidance to the operator or, with advanced systems, displayed on the screen as well as stored for future evaluation and analysis.”

An accelerometer continuously measures the current state of compaction. As the degree of compaction rises the value displayed on the instrument increases. When the value cannot increase any more, the operator knows the maximum degree of compaction has been reached and the compaction process can be stopped.

“If no stable value is established, an analysis of the roadbed is required,” says DePriest. If compaction continues after the measurement stabilizes, over-compaction can occur. This can cause the vibratory machine to jump, which may result in damage to the compactor.

The Volkel Mikroelektronic IC systems offered by Hyundai can be installed at the factory or in the field. Current compaction equipment models can be upfitted with the system at any time.

Hamm Compaction Quality (HCQ) pre-wire kits are available for all H i-series soil and HD+ and HD+ i-series asphalt rollers. Kits include accelerometers, temperature sensors, a mount for the GNSS receiver, and a mount for a tablet PC. This allows the GNSS receiver and tablet computer of the HCQ system to be moved among machines, even from soil to asphalt and pneumatic tire compactors. All relevant dimensional data, such as size and type of roller and offset of the receiver to the center of the drum, are shared with the system by the machine’s computer. This ensures consistently

Hyundai

Hyundai offers IC systems from Volkel Mikroelektronik on its single drum models of 7 tons and greater, including the HR70, HR110, HR120 (shown), and HR140C-9. The systems can be installed at the factory or in the field and may be added to a machine at any time.

EquipmentWorld.com | April 2015 39

machine matters | continued high accuracy as system components are moved from one machine to another.

The ruggedized tablet computer can show a split screen with two sets of data simultaneously. Stiffness and pass count are available with all rollers; asphalt rollers add mat temperature. HCQ allows communication between up to three rollers at once so operators can see others’ data in real time.

Location information requires a subscription to OmniSTAR. The service provides accuracy to within 10 centimeters, or about 4 inches. “We chose OmniSTAR because of its simplicity,” says Tim Kowalski, applications support manager for Hamm. “With differential GPS you get RTK-level accuracy without the use of base stations.

OmniSTAR is available anywhere, anytime the machine is running, requires no set-up, and maintains its accuracy and signal strength as the equipment moves around the worksite.” The satellite signal is retained for up to 16 hours after shut-down to minimize signal acquisition time after breaks, at shift changes, at each day’s start, or whenever there’s a gap in operations.

Talk to me It’s not enough to gather data. The data must also be shared. BCM 05, the current version of BOMAG Compaction Management, is one example of what’s available. The BCM 05 system has a touchscreen tablet PC, a lockable holder for the tablet, a USB memory stick and the BCM 05 software.

BCM 05 reports conditions to the roller operator using a color-coded display and numbers. Comparisons to previous passes and to target values are indicated.

Problem areas — such as those that cannot be compacted or are at risk of being over-compacted — are shown. Date and time are documented. All information can be transferred to a desktop or laptop PC using the memory stick for project management, statistical analyses, archiving, printing, and program calibration.

With the addition of BCM 05 positioning software and a GPS receiver, location information can be added to the data. BCM 05 positioning can interface with a conventional differential GPS (DGPS) system and works with or without a reference station. BOMAG says the system is compatible with any currently available DGPS system. With a satellite-assisted reference

BOMAG

BOMAG’s VARIOCONTROL system adjusts drum vibration forces from vertical to horizontal or at any angle in between to match conditions. VARIOCONTROL is available on single-drum compactors from 7.3 to 32 metric tons.

Case

The Case DV209C and DV210C have dual frequency ranges with variable amplitude settings to give operators improved control over compaction performance based on the thickness and density requirements of the lift. IC is available on both models.

Veda OEMs use proprietary data to quantify compaction performance. Veda software allows data from different machines to be standardized for geospatial data management, viewing, analysis, and reporting. Veda was developed by the Minnesota Department of Transportation and the Federal Highway Administration and is free.

40 April 2015 | EquipmentWorld.com

Caterpillar

Caterpillar offers two types of IC. Their traditional accelerometer-based is called Compaction Meter Value. The Machine Drive Power (MDP) system, a Cat exclusive, uses rolling resistance to compute stiffness and can be used in both vibratory and static modes.

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machine matters | continued Not just rollers

Chicago Pneumatic

The SR130D and SR130PD are Chicago Pneumatic’s largest rollers at 4.81 and 4.76 metric tons operating weight, respectively, which puts them just below the 5-metric-ton point at which IC becomes commonplace. CP does not offer IC on any of its compaction equipment.

service positional accuracy is at least 20 centimeters (less than 8 inches). “BOMAG has been working with IC since the 1980s,” says Bert Erdmann, director of engineering/product management heavy compaction, for BOMAG Americas. “The BCM 05 serves as our latest reporting vehicle for machine location, temperature stiffness and other values captured by our advanced IC systems, Asphalt Manager and Variomatic.”

Communication must be both ways, says Kowalski.

“Someone has to manage the system, setting indicator colors, giving names to projects and parcels, and doing all the background work necessary for successful implementation of IC. Even though it’s straightforward and comparatively easy work, it’s a big responsibility.

Some customers think you simply add an IC setup to an existing roller and you’re done. There’s much more to it than that.”

From large to small to not at all Pullen says “There are many definitions of intelligent compaction. All Case compactors have a degree of intelligent compaction available on them from the factory but those systems vary in complexity based on size and type of machine application. It may be as simple as a compaction indicator on our small DV series asphalt rollers. Our full-size soil and asphalt compaction equipment is available with the more advanced intelligent compaction systems that provide rebound detection and stiffness measurements and provide guidance to operators based on real-time conditions.”

Josh Steele of Sakai says, “Because not all systems are created equal, customers need to perform due 42 April 2015 | EquipmentWorld.com

Just as not all rollers have IC, not all IC is on rollers.

Wacker Neuson is one OEM offering a form of IC on walk-behind compaction equipment. Their Compatec system, offered on three of their diesel-powered, reversible plate compactors, can be installed as a factory option or by the dealer or can be added to non-Compatech machines with the use of an accessory kit. The system’s eight LEDs are very bright and mounted in a location that’s protected yet still easily visible to the operator.

More LEDs light up with each pass until optimal compaction is achieved. If all eight LEDs are flashing, there is an overload or over-compaction condition. “The operation is easy to understand,” says David Schulenberg, product manager for compaction products at Wacker Neuson.

“Operators simply need to be instructed on how to interpret the number of LEDs that are lit.”

diligence. There are more aspects to consider than just meeting the reporting specs. IC complements jobsite analysis leading to higher efficiency of everything you do. When integrated with other smart-machine applications, IC data can show areas where more training is required, where fewer machines are needed than expected, or where production should speed up or slow down to meet quality measures.”

Chicago Pneumatic is one of several OEMs not offering IC on any of its compaction equipment. “There’s not a lot of demand for it in the markets we serve,” says Paul McClendon, south central sales manager for CP. “We’re big in the rental market and oilfield services whereas IC is popular with heavy and highway contractors doing large projects.” He says IC appears mostly at the 5- to 6-metric ton rating and up on machines with rollers of 66 and 84 inches. Chicago Pneumatic’s largest model is the SR130D with an operating weight of 4.81 metric tons and a drum width of 53.9 inches.

“There may come a time when the cost drops and it makes sense to offer IC on smaller equipment,” says McClendon. “If that occurs, agencies will likely start requiring IC on smaller projects. But right now municipalities are struggling to fund infrastructure using current standards. Who knows if or when economics will change sufficiently to bring IC to those projects.”

A different drummer Caterpillar offers temperature and compaction measurement technology for asphalt and soil applications, including traditional accelerometer-based IC, which they call Compaction Meter Value (CMV). As with other

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machine matters | continued

Atlas Copco Introduced at World of Asphalt last month, Atlas Copco’s touch screen tablet IC interface can be put on its CC2200 through C6200 asphalt rollers and their CA2500 through CA6500 soil rollers. The system provides real-time stiffness measurements of soil and asphalt via a drum-mounted accelerometer, while front- and rear-mounted sensors give temperature readings.

such systems, CMV measures ground response to the vibratory impact of the roller. Accelerometer-based systems, including CMV, find subsurface anomalies, such as boulders and tree trunks, up to 2 meters deep. “But accelerometer-based systems work best in granular soils,” says Bryan Downing, global sales consultant for Caterpillar Paving Products. Cohesive soils distort the response to compaction, yielding highly variable measurements.

So Caterpillar developed Machine Drive Power (MDP), which relies not on an accelerometer but on rolling resistance. Rolling resistance decreases as materials go from loose to stiff and MDP uses this principle to provide compaction data.

MDP can be used on all soil types (granular, cohesive, fines) because the damping effect of troublesome soils has a significantly reduced effect on rolling resistance. Measurements have less variability, giving operators greater confidence in the information provided. Because MDP works with cohesive and fine soils as well as granular it can be used on smooth, padfoot, or padfoot shell kit equipped machines.

While accelerometer-based systems are “blind” with the vibration off, MDP works with the vibratory system on or off.

This system functions in production mode where the amplitudes are high and the work of compaction is greatest, but also in a static “proofing” mode where the vibratory system is deactivated. This allows material measurement with minimal risk of de-compaction.

Hamm

The rooftop-mounted GNSS receiver and tablet computer of the Hamm Compaction Quality system can be easily moved from one machine to another when each machine has Hamm’s pre-wire kit installed.

Sakai

Sakai offers its CIS2 IC system on the SV540 series of soil compactors as well as the SW880, SW990, and SW770 series asphalt rollers. The system consists of Sakai’s Compaction Control Value system with a Topcon display and GPS antenna.

It’s nothing but a number “It is important to understand that an intelligent compaction measurement value is a ‘unit-less’ measure,” says Bryan Downing of Cat Paving Products. “It is simply a scale based upon a benchmark reading. It is just a reference mark. You establish your compaction targets based on the materials and conditions you are currently working and use that target as a reference.” Thus, an intelligent compaction measurement value, or ICMV, may or may not correlate with other testing devices or even other similarly equipped compactors. And an ICMV measured at one location does not necessarily correlate with an ICMV taken five days later at a new location.

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machine matters | continued Another step closer At last month’s World of Asphalt, Volvo Construction Equipment unveiled Volvo Intelligent Compaction with Density Direct, an intelligent compaction system that calculates density. This is the first time IC has been able to provide density calculations and is a major development in bringing IC to maturity. The density algorithm and its use on the compaction of flexible pavement is patented by the University of Oklahoma. Volvo Construction Equipment partnered with the university on its research and has exclusive rights to commercialize the technology.

The significant difference between Volvo IC with Density Direct and all other IC systems is that the Volvo system provides a calculated density value, where most other systems provide intelligent compaction measurement values (ICMV) based on calculated material stiffness.

“Density Direct can reduce the need for additional core sampling for quality control and improves productivity and quality,” says Mark Eckert, compaction product manager, Volvo. “Operators now receive realtime density calculations covering 100 percent of the compacted mat.” Eckert says that Density Direct is a better solution than traditional nuclear gauge testing, which is more time consuming and provides only spotcheck results.

The target density given in project specifications is entered using a calibration touch screen; that specification is typically between 92 percent and 97 percent. Density Direct runs that target percentage against a range of data including material thickness, material temperature, material mix, compactor weight, amplitude, and frequency.

When calibrated against cores taken from a test strip, Density Direct is accurate to within 1.5 percent of labtested core samples, providing real-time density values over the complete pavement surface.

The resulting calibration is stored for each “lift,” or element of the job and can be referenced later for improved efficiency and accuracy. For instance, if an operator is compacting a 4-inch binder on Monday, the calibration for this job could be “Lift One.” If Tuesday is spent compacting a 2.5-inch wearing, this becomes “Lift Two.” If on Wednesday the operator returns to Monday’s site to continue compacting binder the machine can be switched back to “Lift One” without recalibrating.

Volvo will offer both Volvo Intelligent Compaction (Volvo IC) and Volvo IC with Density Direct in North America. The system will be available in Fall 2015.

Initially, the systems will be a factory-installed option on new asphalt compactors models DD110B, DD120B and DD140B. There are plans to offer Density Direct as an aftermarket option for Volvo asphalt compactors for sale exclusively through Volvo dealers at a later date.

46 April 2015 | EquipmentWorld.com

Volvo Construction Equipment

Volvo partnered with the University of Oklahoma in developing its Density Direct IC system, introduced last month at World of Asphalt. The system provides a calculated density value, which it says can reduce the number of core samples needed on a job.

Wacker Neuson

Wacker Neuson offers Compatec on three of its diesel powered vibratory reversible plate compactors, including the DPU6555Hec. With Compatec, number of illuminated LEDs increases with each pass and until optimal compaction is achieved.

IC basics Intelligent compaction is the use of hardware, such as accelerometers, and software to gauge the condition of compacted material, either soil or asphalt. The goal is to achieve optimal compaction with minimal passes while providing documentation of the work. Contractors benefit through reduced costs for fuel, labor, and machine maintenance and repair. Agencies benefit through longer service life of roadways, especially when IC is used for compaction of both the base and the asphalt. Two excellent resources are www.intelligentcompaction.com and www.fhwa.dot. gov (do a search for Intelligent Compaction).

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by ChrisDoyle Hill | MGruver@randallreilly.com ChrisHill@randallreilly.com contractorhighway of the year contractor

HOW TWO STATES

INCREASED THEIR HIGHWAY FUNDING It’s not impossible:Arkansas and Pennsylvania successfully increase funds for highways

W

hen events are beyond our control on a macro level, it becomes time to refocus and think both smaller in order to accomplish big things.

Such is the situation now with the Federal government and the maelstrom/quagmire of events surrounding efforts to fund infrastructure in the United States. Will the Highway Trust Fund issue be kicked down the road yet again, or will a permanent solution be realized sooner, rather than later?

With such an uncertain environment, it’s incumbent upon states to either put long-term road and bridge building plans aside and hope for the best, or take the bull by the horns and come up with their own solution for financing much

needed infrastructure work and repairs.

And the latter is just what Arkansas and Pennsylvania have done in recent years.

At a presentation of state case studies for highway funding at the National Asphalt Pavement Association’s annual meeting in January, Craig Douglass, of Craig Douglass Communications, offered a look at the successful marketing campaign used in getting funding passed in Arkansas. Pennsylvania Asphalt Pavement Association (PAPA) Executive Director Gary Hoffman described that state’s efforts.

For these two states, the focus was on a unified strategy, from start to finish, in getting highway construction and maintenance legislation passed. Their respective strategies involved research and statistics that backed up their

EquipmentWorld.com | April 2015 51

highway contractor | continued In today’s boisterous anti-tax environment, getting increased funding for highway construction and maintenance seems a daunting task. But organizers in these two states found that a powerful, unified message and strategy were the keys to success. message and drove the point home to the states’ residents that funding their highways was a long-term investment that would benefit each individual, in addition to the states as a whole. This meant job creation and the overall economic well being, with improved transportation for commerce, and long-term savings in the cost of driving for residents.

They mostly diverted the dialogue away from making these efforts partisan in nature. The message was that improving road and bridge infrastructure was good for everyone and vital to the future of each state.

The Arkansas Example Raising taxes is never a popular move for any purpose, let alone for one as important as infrastructure, but political leaders in Arkansas found a way to get a temporary tax on the ballot, and more importantly, get it voted in by the state’s voters.

In 2011 Arkansas voters approved a constitutional amendment, known as Issue No. 1, which created a temporary, 10-year 1/2-cent general sales tax dedicated to a statewide, bond-financed highway improvement program. While it was a slight

52 April 2015 | EquipmentWorld.com

tax increase, it was “consumption tax” and did not apply to groceries or medicine. The amendment was approved by 58.2 percent of the vote.

Also created was the reissuance of Grant Anticipation Revenue Vehicles (GARVEE) bonds to improve state interstates using a revenue stream that was already in place for that purpose, a similar bond program passed in 1999. In addition, one cent per gallon of the existing fuel tax was permanently dedicated to the State Aid City Street Program.

This was a culmination of efforts originally started in 2009 by the Arkansas General Assembly’s Blue Ribbon Committee on Highway Finance. This temporary standing committee operated between 2009 and 2010. The state’s legislature created the committee via Act 374 of 2009 to investigate ways to pay for maintaining and constructing highways in the state. To help the committee determine needs and promote the committees recommendations, industry members formed the Move Arkansas Forward campaign.

The committee took 18 months to create their recommendations.

Move Arkansas Forward helped the committee conduct statewide focus groups to help the committee develop its considerations and recommendations.

Douglass, who served as the Move Arkansas Forward campaign coordinator, says the focus groups allowed the general public and some interest groups to comment

on what was needed in their area.

“We didn’t make any proposals in the groups,” Douglass says. “We just listened and noted local qualitative concerns that could be addressed in the issue. We then tested through quantitative survey research some of the comments we thought could be salient in the context of a campaign. One such message was that in every focus group, people wanted to feel ‘more connected’ to one another. This ‘better connecting Arkansas’ idea tested well, and was used as one of the selling points in the campaign messaging.”

The gist: Move Arkansas Forward and the committee were making potential legislation to fund highway construction real for the people of the state. It had to be palatable to folks, and the campaign was working to give solid reasons why it was so important.

Doing this required there to be a “credibility of the process,” according to Douglass. It wasn’t just a committee creating recommendations that made sense to the committee itself; it was having a research-driven process.

“The ‘credibility of the process’ is also supported through the public rationale or ‘talking points’ which become the ‘reasons why’ the pro-

Craig Douglass

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highway contractor | continued posals should be supported,” says Douglass. “The same key points determining the recommendations, should be used as the key points on why voters (or legislators) should support the issue, meaning the messaging is credible, because of its consistency, throughout the process.”

An interesting strategy Douglass describes was an evolving support tactic. Initially, the Arkansas General Assembly referred to Issue No. 1 as a bi-partisan issue in that maintaining and building roads and highways was “an appropriate function of government.

“Then, we moved the issue from bi-partisan to non-partisan, meaning the issue was beyond political considerations,” Douglass says. “In this process we brought together Republicans and Democrats in support of Issue No. 1. Positioning the issue as bi-partisan and then nonpartisan allowed both sides of the aisle to support the issue (without

alienating their so-called base).”

Douglass says throughout the campaign, organizers touted the direct benefits to cities and counties, as well as overall economic development, with the creation of jobs being key.

“We specifically showed certain areas of the state, with definable voting blocks both in numbers and ideology, what was in it for them,” Douglass added. “We did this with a graphic map of the projects in their area that would be constructed if the issue passed. Then we closed the deal by stating all this could be done ‘without raising taxes on groceries, medicine, or gasoline’ — the clincher.”

The combination of the sales tax and reissuing of GARVEE funds is expected to supply roughly $1 billion in improvements to Arkansas interstates.

The Pennsylvania Example While Arkansas focused on the eco-

nomic impact of increased highway funding for repair and construction, Pennsylvania also highlighted safety and savings in transportation-related costs for the state’s residents.

Another big difference: Pennsylvania organizers needed to convince state legislators, and eventually the governor, rather than the voting public, as the proposal was going to become a law, rather than an amendment to the state constitution that required a public vote.

Legislators passed the bill, and in November 2013, Gov. Tom Corbett signed into law Act 89, which was originally estimated to generate $2.3 billion for transportation plans per year by fiscal year 2017-18. By the end of 2014, the plan had already created $2.6 billion in projects by

It could happen in your state The following steps can sum up the success of the Arkansas and Pennsylvania highway funding programs: Create a development committee and support what’s needed A group of stakeholders from all sides of road construction and maintenance, from industry to government, should meet to create a list of recommendations. These stakeholders should use as much research as is available in supporting their recommendations. The group should use statistics, studies, and reports from the federal and state departments of transportation, as well as trade associations to highlight the big picture at the state level, and the at-home approach for smaller communities.

Determining funding sources Increased taxes will never be popular, so a first step is to develop a way to reallocate existing funding sources. Otherwise stakeholders can recommend smaller taxes that exempt certain items, as Arkansas did, or adjustments to user fees such as what Pennsylvania accomplished.

54 April 2015 | EquipmentWorld.com

Develop a strategy and message Once a group makes their recommendations, stakeholders should from a coalition of support and create a campaign.

Whether it’s a new law to be passed, as was the case in Pennsylvania, or a change to the constitution as transpired in Arkansas, the message should be aimed at both state residents and legislators. Highway improvements should be equated with safety, savings, and economic growth. These statements should be supported by the research used in developing the recommendations.

Stay consistent and develop support Both Arkansas and Pennsylvania managed to keep at a minimum any bi-partisan grandstanding regarding the highway funding issue. This ties back to the strategy and message: It’s not a political issue, but rather a matter of well being and building the future. The message throughout the campaigns did not waver, and as broad a net as possible was cast to showcase how everyone in the state would be positively impacted.

highway contractor | continued The remaining funding sources are comprised of minimally increased user fees, such as a $5 registrations fee counties can enact on highway and bridge projects, and increases on surcharges for serious moving traffic violations.

The effort for the law began in April 2011, when Corbett created the Governor’s Transportation Funding Advisory Commission (TFAC) to create highway work funding recommendations. The commission concluded in August that year and issued a report with their recommendations.

In September 2011, the Associated Pennsylvania Constructors, a 400-member trade association for the state’s road and bridge construction industry, launched the Better Safer Roads campaign, with an accompanying website BetterSaferRoads.com. The statewide radio and television campaign promoted the TFAC’s recommendations and directed Pennsylvania residents to sign an online petition on the website to support the funding plan.

The APC’s LARGE Educational Trust Fund OR SMALL financed the WE HAVE campaign.

THE While it BREAKER was legislaTO FIT tors and the YOUR governor NEEDS! who would make the 440-542-3720 / 951-369-0878 final decision on the law, organizers

the Pennsylvania Department of Transportation. The estimate for 2015 now is at that same figure.

In Pennsylvania, laws are amendments to the Pennsylvania Consolidated Statutes (PCS), which is the official statutory codification created by the state’s general assembly. Act 89 amended Title 74 (transportation) and Title 75 (vehicles) of the PCS. The law did a number of things to channel funds for transportation purposes. One significant development was removing a cap on the Oil Company Franchise Tax (OCFT) over a five-year period, while also rolling into the OCFT the flat gas tax of 12 cent per gallon that had been charged at the pump. The last gas tax in the state passed in 1997 and the cap on the OCFT had been reached in the mid 1980s and had not been raised since that time.

WE BREAK ROCKS 56 April 2015 | EquipmentWorld.com

knew they had to target the citizens of the state to create a louder, unified voice to get all lawmakers and the governor on board. The television ads, and more specifically the radio spots, prompted the citizens of the state to go to BetterSaferRoads.com and sign the petition to let the governor know the people wanted the funding law. The ads stated that lawmakers on both sides of the aisle were for it if the governor would get on board.

The campaign touted that new user fees, much like the fees applied to the state’s Marcellus Shale drillers, would provide the funding and that it would equate to less than the cost of an extra gallon of gas per week for the average driver.

“We did fairly unique marketing research,” says says APC Executive Vice President Robert Latham.

“We shifted the message away from a ‘falling apart’ issue to ‘if we fund it, it’s safer for you and your community.” Latham managed the process for the Act 89 Advocacy.

“We put together a unique coalition of groups including AARP and other non-traditional supporters of transportation,” he adds. “It enjoyed very great public support.”

The Better Safer Roads campaign message, PAPA’s Hoffman told attendees of the NAPA meeting, was comprised of a few key points: safety for roads and bridges; convenience, reliability; savings in the cost of driving; and economic development, which, Hoffman described, appealed more to politically-minded individuals and legislators.

“We have the highest number of deficient bridges in the nation,” Hoffman said. Hoffman reported that in addition to road construction and repairs, the law is now going to fund work on 558 structurally deficient bridges in the state.

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004

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

Logical lifting

Removing a bridge slab calls for caution

The bottom line: A post-accident investigation determined the employer did not have load charts specific to the make and model of excavator being used, and used the load chart for a similar, but not identical, machine. Once the arm was extended, the weight of the concrete slab suspended over the side of the bridge surpassed the load capacity of the excavator. As the excavator began to slide, the operator attempted to decrease the distance of the load from the excavator by arming-in. However, arming-in the load forced the excavator past its tipping point, and the machine slid over the edge quickly.

No room for guesswork Excavators have a diminished lifting capacity when the load is over the side, so making an educated guess on load weight won’t work. Understanding not only the accurate load weight of your machine, but also the weight of the material to be lifted is crucial. In this accident, the concrete slabs being removed were

Illustration by Don Lomax

The accident: An operator was using a hydraulic excavator on a bridge demolition project. While removing a concrete slab, the operator extended the arm of the excavator to raise the load in order to clear the guardrail. The excavator became unbalanced, tipping to the edge of the bridge deck. The excavator went over the side of the bridge, falling 60 feet to the river below. Following a rescue operation, the operator was declared dead from blunt force chest trauma.

of different thicknesses, sizes and shapes, so it’s likely the operator underestimated the weight of the slab. Take the following precautions to ensure your excavator is both stable and within the guidelines of your load limit: Perform a Job Hazard Analysis.

Prior to starting the project, your employer will perform a Job Hazard Analysis to determine potential dangers. Be on hand for all parts of the analysis so you will be familiar with any dangers that could arise. Use the information to safely perform the work, and don’t make changes to the operational plan that could change the dynamics of the lift, such as arming-out with a load when that scenario has not been tested.

Work within machine limits. If the load weight limit is not visible in the cab, ask the foreman to pro-

vide you with a load limit chart for the machine you’ll be operating.

If you are unsure of the weight of the material you’ll be lifting, perform a load test prior to beginning work. Remember, as you extend the load, swing from side to side or suspend the load over a drop, the machine’s load limit decreases.

Plan your picks properly. Excavator picks should be planned to ensure the operator is able to maintain the stability of the machine while lifting freely suspended loads. The excavator should be on as flat a surface as possible, and compact. Crawlers should be on pads or cribbing, and outrigger blocking must be used. Load, load radius, center of gravity, and boom length and angle must all be determined exactly. If wind speeds are in excess of 30 mph, do not make the lift.

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

Date of safety talk: Attending:

Leader:

_____________________ EquipmentWorld.com | April 2015 59

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

La lógica de la carga

Retirar planchas de concreto de un puente exige precaución

Conclusión: Una investigación posterior al accidente determinó que el empleado no tenía las tablas de carga específicas de la marca y modelo de la excavadora que estaba usando, y utilizó una tabla de carga de otra máquina similar, pero no idéntica. Una vez que el brazo estuvo extendido, el peso de la plancha de concreto suspendida sobre el costado del puente sobrepasó la capacidad de carga de la excavadora. A medida que la excavadora empezó a deslizarse, el operador intentó disminuir la distancia de la carga a la excavadora recogiendo el brazo.

Sin embargo, recoger el brazo forzó a que la excavadora pasara el punto de inclinación, y la máquina resbaló rápidamente por la orilla.

No hay lugar para conjeturas Las excavadoras tienen una capacidad de carga limitada cuando la carga está de costado, por lo que no le servirá intentar un cálculo informado del peso de la carga. Es crucial entender no sólo el peso preciso de la carga de su máquina, sino también el peso del material que va a ser levantado. En este accidente, las planchas de concreto que estaban siendo retiradas tenían diferentes grosores, formas y tamaños, por lo que es probable que el operador subestimara el peso de la plancha. Tome las siguientes precauciones para asegurarse de que su excavadora se mantiene estable y dentro de los lineamientos de su límite de carga: Realice un Análisis de Riesgo del Trabajo. Antes de empezar el proyecto, su empleador realizará un

Illustration by Don Lomax

El accidente: Un operador estaba usando una excavadora hidráulica equipada con un accesorio diseñado para extraer plataformas y planchas de concreto de puentes en un proyecto de demolición de un puente.

Mientras retiraba una plancha de concreto, el operador extendió el brazo de la excavadora para elevar la carga y despejar la baranda. La excavadora se desbalanceó, inclinándose sobre el borde de la plataforma del puente. La excavadora cayó por el costado del puente, unos 60 pies hacia el río que corría debajo. Después de una operación de rescate, el operador fue declarado muerto debido a un fuerte impacto traumático en el pecho.

Análisis de Riesgo del Trabajo para determinar peligros potenciales. Esté atento a todas las partes del análisis para que usted se familiarice con todos los peligros que pudieran surgir. Use la información para realizar el trabajo con seguridad, y no haga cambios al plan operacional que pudieran cambiar la dinámica de la carga, como extender el brazo con una carga cuando tal posibilidad no ha sido sometida a prueba.

Trabaje dentro de los límites de la maquinaria. Si el límite de peso de la carga no se halla visible en la cabina, pídale al jefe una tabla con el límite de carga de la máquina que estará operando. Si no está seguro del peso del material que estará levantando, realice una carga de prueba antes de comenzar el trabajo. Recuerde que, a medida que extienda la carga, gire de lado a lado o suspenda la carga sobre una caída, el límite de carga de la máquina disminuye.

Planifique apropiadamente la elevación de su carga.

Los levantamientos de carga con la excavadora deben ser planeados para asegurarse de que el operador es capaz de mantener la estabilidad de la máquina mientras eleva libremente al aire cargas suspendidas. La excavadora debería estar sobre una superficie compacta, y lo más plana posible. Las orugas deben estar acunadas o sobre cojinetes, y debe usarse un bloqueo de acoplamiento. La carga, el radio de la carga, el centro de gravedad, y la longitud y el ángulo del brazo extensor deben determinarse con exactitud.

Si las velocidades del viento superan las 30 millas por hora, no levante la carga.

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

Fecha de la charla de seguridad: Asistentes: 60 April 2015 | EquipmentWorld.com

Líder:

_______________

Progressive Casualty Ins. Co. & affiliates. Discounts not available in all states.

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

road science | by Tom Kuennen

Photo: Tom Kuennen

Today’s research for Tomorrow’s road projecTs

R

esearch influences how state and local transportation officials approach future road projects. A primary venue for transportation officials to get current research findings is the Transportation Research Board meeting, held each January in

Washington, D.C. Topics discussed here may be reflected in tomorrow’s bid documents.

Four of these papers – involving full-depth reclamation (FDR) for a major interstate pavement, roller-compacted concrete, portland cement/limestone blends, and glow-in-the-dark concrete – may

In Phase II of Virginia’s I-81 project, southbound passing lane is cold in-place recycled using a dedicated recycler.

impact how contractors build future highway pavements. Here’s an overview:

EquipmentWorld.com | April 2015 63

road science | continued Virginia’s I-81 North America’s first highway reconstruction combining cold in-place recycling, cold centralplant recycling, and full-depth reclamation all in one project is now performing “excellently,” according to a 2015 TRB paper.1 The Virginia Department of Transportation rebuilt the section of I-81 in the shadow of the Blue Ridge Mountains in 2011.

In Phase I, VDOT rehabilitated a 3.7-mile section of I-81 southbound near Staunton using cold in-place recycling, cold central-plant recycling and fulldepth reclamation. The highprofile project used cold milling machines, a reclaimer, a portable cold-mix plant and a cold recycler, in addition to rollers and asphalt pavers.

The processes were performed both “in place” within the roadbed and adjacent to the highway, and contractors reused existing material from the underlying road structure. The driving surface received a new overlay of hot-mix asphalt.

After rebuilding the shoulders to accommodate work zone traffic, the top 10 inches of asphalt from the right-hand lane were removed using two large cold mills, and brought to a mobile cold recycling plant near the interstate, adjacent to the work zone. There the materials were stabilized with a combination of foamed asphalt and portland 1 Initial Performance of Virginia’s Interstate 81 In-Place Pavement Recycling Project, by Brian K. Diefenderfer, Ph.D., P.E., Benjamin F. Bowers, Ph.D., Virginia Center for Transportation Innovation and Research, Charlottesville, and Alex K. Apeagyei, Ph.D., P.E., University of Nottingham, England.

cement using cold central-plant recycling (CPR).

Meanwhile, a subcontractor stabilized the revealed, existing aggregate subbase – which had deteriorated to the point of causing damage to the overlying bound layers – with 3 percent lime kiln dust, a reclaimed industrial byproduct, to a depth of 12 inches using a reclaimer. The stabilized materials were compacted in-place with padfoot and smooth drum rollers.

The milled, recycled materials from the mobile cold-recycling plant then were used to pave a new base course over the stabilized aggregate subbase to a 6-inch compacted depth. This later was topped with a 4-inch intermediate course of conventional hot-mix asphalt and a 2-inch surface course of stonematrix asphalt.

In Phase II of the project, a larger cold recycler performed cold in-place recycling (CIR) in the left-hand passing lane. For this work, the top 2 inches of the pavement was milled and the next 5 inches was recycled in situ using foamed asphalt and portland cement as the stabilizing agents. It then was topped with a 2-inch hot-mix asphalt intermediate course and a 2-inch surface course of stonematrix asphalt.

“The section of pavement rehabilitated by the three in-place recycling methods continues to perform well after nearly three years of heavy interstate traffic,” report the authors. “To date, approximately 6 million equivalent single axle loads have been applied. The initial performance of the I-81 pavement section rehabilitated with in-place recycling

techniques can be considered excellent.”

Roller-compacted concrete with asphalt overlay Roller-compacted concrete (RCC) is accepted for mass placements of concrete, such as truck

Photo: Tom Kuennen

64 April 2015 | EquipmentWorld.com

depot parking areas and dams, but its inherent roughness has made it seldom-used for highway pavements. The Virginia DOT, however, has placed its first RCC pavement and is evaluating it for performance, according to a 2015 TRB paper.2 RCC is a relatively stiff mixture

of aggregate, cementitious materials and water that is placed using asphalt pavers instead of slipform pavers, is compacted by vibratory rollers and hardens into concrete. It contains a low amount of water, exhibits no slump, and can be placed and opened to traffic in a short period of time.

2 VDOT’s First Roller-Compacted Concrete Pavement,

by M. Shabbir Hossain, Ph.D., P.E., and Celik Ozyildirim, Ph.D., P.E., Virginia Center for Transportation Innovation & Research, Virginia Center for Transportation Innovation & Research, Charlottesville

A front end loader feeds milled pavement from the I-81 project into a cold central plant recycler adjacent to project; foamed asphalt- and cement-stabilized material were placed above stabilized stone base.

EquipmentWorld.com | April 2015 65

Photo: Arkansas SH&TD

road science | continued

“[RCC] does not contain reinforcement, tie-bars or dowels,” Hossain and Ozyildirim say. “All of these factors combine to produce a relatively low-cost roadway compared to either asphalt or conventional concrete pavements. However, such a roadway may lack the smoothness required for high-speed roadways and can experience raveling and/ or cracking.”

While an asphalt overlay could remedy the smoothness and raveling issues, cracks might

66 April 2015 | EquipmentWorld.com

reflect through the asphalt layer, they caution. However, using a composite pavement of RCC and asphalt overlay might be a costeffective, long-lasting pavement system.

In this test, VDOT rebuilt roadways leading to the Staffordboro “Park and Ride” commuter lot.

Roller compacted concrete was used to rehabilitate Staffordboro Blvd. (S.R. 684) near the Garrisonville Road (S.R. 610)/ I-95 interchange and other connector roadways leading to and within

In the Fayetteville Shale Play region in north-central Arkansas, the Arkansas State Highway and Transportation Department is studying use of roller compacted concrete to accommodate heavy truck traffic.

the parking lot.

RCC could be constructed at reasonable cost using only night time or weekend construction, and the pavement was designed to withstand a high volume of

road science | continued heavily loaded trucks and buses, they say. Contractors paved Staffordboro Blvd. with 8 inches of RCC and used 6 inches of RCC on the rest of the access roads inside the parking lot. In order to achieve a smoother riding surface, all RCC was overlaid with 2 inches of asphalt surface course.

The authors concluded that the RCC project was successful, and that RCC with strengths exceeding 1,600 psi at 12 hours, 2,500 psi in 24 hours and 4,000 psi at 28 days can be achieved.

Louisiana limestone/cement blends Interground limestone/cement blends are appropriate for all uses in the Pelican State, according to a new TRB paper.3 Portland cement concrete (PCC) is the world’s most versatile and most used construction material, Rupnow and Icenogle say, but it occupies a substantial carbon emissions “footprint.” But a new method of reducing the carbon footprint of PCC incorporates a much larger portion of interground limestone (Type IL cement) into the cement.

Standards organization ASTM and the American Association of State Highway and Transportation Officials have now changed specification language of ASTM C595 and AASHTO M240 to allow up to 15 percent use of interground limestone, the authors report. The incorporation of the increased limestone content significantly reduces the carbon dioxide footprint of the resultant PCC while extending

the life of cement quarries. Use of the blend also permits cement manufacturers to make its cement “go farther,” producing more cementitious material without having to expand production facilities, thus sidestepping associated capital expenditures and environmental permitting.

To evaluate the new Type IL cement, the researchers characterized the fresh and hardened concrete properties of binary (twocementitious component including portland cement) and ternary (three-component) combinations incorporating Type IL cement.

“The results of this study showed that the use of Type IL portland cement in Louisiana should be allowed for all applications, including ternary mixtures up to 70 percent replacement,” Rupnow and Icenogle report. “Compressive and flexural strength results were comparable. Type IL mixtures exhibited less shrinkage when compared to the control mixtures with Type I cement. Surface resistivity results were comparable and indicated that the surface resistivity meter use will be applicable for mixtures containing Type IL cement.”

Nearly half recycled concrete in PCC pavements Replacing up to 45 percent by volume of natural course aggregate with recycled concrete aggregate (RCA) had no significant effects on any of the concrete properties studied, says TRB research.4 This indicates high-quality RCA can be used as a replacement

Louisiana’s Laboratory Experience with Type IL Portland Cement, by Tyson D. Rupnow, Ph.D, P.E., and Patrick J. Icenogle, P.E., Louisiana Transportation Research Center, Baton Rouge.

3

68 April 2015 | EquipmentWorld.com

for a portion of the coarse natural aggregates in new portland cement concrete pavements.

Variables in the study included the source of the RCA, percent replacement of coarse natural aggregate with RCA (0 to 45 percent), and percent replacement of portland cement with Class F fly ash (0 or 20 percent). RCA from all three sources met the Washington State DOT requirements for aggregates, and all fresh and hardened concrete properties met WSDOT requirements as well, they say.

“The effects of RCA on fresh concrete properties were evaluated by measuring slump, air content, and density,” the authors write. “Slump and air content were controlled parameters in the batching process, with targets specified by WSDOT of 1 to 3 inches for slump and 3 to 7 percent for air content.”

The effects of RCA on hardened concrete properties were evaluated by measuring compressive strength, modulus of rupture, coefficient of thermal expansion, drying shrinkage and freeze-thaw durability.

“Test results showed that up to a 45 percent replacement of coarse natural aggregate with RCA had no significant effect on any of the hardened concrete properties tested,” Wen, McLean and Willoughby conclude. “In addition, all samples tested met WSDOT minimum strength requirements for use in concrete pavements.” The authors emphasize that these results were obtained using RCA obtained from

4 Evaluation of Recycled Concrete as Aggregates in New Concrete Pavements, by Haifang Wen, Ph.D., P.E., Washington State University, David I. McLean, Ph.D., P.E., Colorado State University, and Kim Willoughby, Washington State DOT.

demolished pavements incorporating high-quality original materials.

Light-emitting concrete Concrete pavements can emit light, with important safety benefits, according to a provocative new TRB paper.5 The researchers developed a soy-based luminescent “glow in the dark” (GITD) sealant for use on concrete surfaces. The luminescent sealant is a mixture of soy methyl ester polystyrene (SME-PS) and strontium aluminate; a phosphorescent powder that slowly luminesces after being excited by light.

The sealant that could be applied to the surface of concrete has important safety benefits, in addition to creating a more durable pavement, the authors say. “GITD concrete sealant could be used to seal concrete for increased service life, to supplement streetlights, and to increase the safety of the traveling public at night,” they say. “If successful, the GITD sealant could be used to improve safety in construction zones or possibly replace streetlights in certain applications.”

As GITD powder derives its luminescent qualities from sunlight, it’s more efficient than streetlights, which send light in all directions and draw approximately 2.3 percent of global electricity consumption.

Safety of roadways would be increased by using a glow in the dark sealant as drivers will be able to see the road, its edges, or critical features more clearly, the authors write. “Roads, pedestrian trails, construction barrier walls, bridge piers, provide just some of the other potential applications for a GITD sealant,” they say.

“Using a luminescent concrete sealant, one achieves a reduc-

tion of energy consumption by reducing or replacing streetlights, placing light where it is needed, sealing the concrete for a more durable pavement, and increased safety for the public.”

Assessing the Performance of Glow in the Dark Concrete, by Andrew Wiese, Taylor Washington, Dr. Bernard Tao and Dr. Jason Weiss, Purdue University.

5

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EquipmentWorld.com | April 2015 69

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maintenance | by Tom Jackson | TJackson@randallreilly.com

TRENDS IN SERVICE TRUCKS

Spec your next truck like you do equipment, for productivity and ROI

The IMT Dominator I service trucks feature higher strength and stability for higher crane loads.

W

ith the recession a distant memory, contactors are buying new equipment again and one of the categories of equipment to benefit from the recovering economy is service trucks.

There’s more confidence in the

economy today and contractors are putting more hours on their trucks, says Brian Heffron, product specialist at Palfinger. “With new private and public construction contracts being awarded, it’s showing a positive impact through all levels of the supply chain,” he says.

A lot has changed in the last

half decade or so, in terms of the new designs and technology contractors are asking for in today’s service trucks. Here’s what’s trending.

Auxiliary power units “One of the fastest growing trends is using auxiliary power units (APUs)

EquipmentWorld.com | April 2015 71

maintenance | continued

Reading’s Classic II service body options package includes remote keyless locking with a hands-free key fob and audible alarm, aluminum diamond pattern wear guards, modular drawer units and LED lighting. to operate the service body and equipment such as hydraulic cranes, air compressors, and electrical and welding power,” says Tom Wibben, sales and service manager at Maintainer. APUs take their power from a separate diesel engine that is smaller than the trucks primary engine, reducing fuel consumption and maintenance cost on the chassis engine.

Anti-idling laws are also a driver

72 April 2015 | EquipmentWorld.com

behind the increasing popularity of APUs, says Brian Richards, manager interactive marketing and communications at Knapheide.

With APUs you can turn the chassis engine off and still have all the tools you need to work without running afoul of the law. “Most of the systems today feature a Tier 4 compliant engine,” he says.

Terry Cook, product manager of commercial products at IMT sees a trend toward more frequent use of compressor/welder/generator combination units on service trucks. And many of these, are also using self-contained diesel

Remote control crane operation, shown here with a Palfinger Pal Pro service truck, is an increasingly popular option that improves safety and productivity. powered units to provide hydraulic power to their cranes, he says.

While there are more trucks being upfitted with APU’s, the jury is still out on their ROI, says Tim Davison, product manager at Stellar. “Although these units use less fuel, we believe the break even point is still a theoretical discussion, rather than empirical data,” he says. “Time will tell whether

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Equipment reviews by owners for owners Equipment World’s Reader Reviews is your new go-to source for an in-depth unbiased look at how contractors evaluate the models they own.

Current reviews include: • Bobcat S650 skid steer • Case 580 Super N backhoe • Cat 336E L excavator

Go to EWReaderReviews.com to find out how contractors rate the machines they own.

maintenance | continued Knapheide’s KMT1 line of service trucks has large cargo areas that allow you to carry oversized items safely and multiple D-ring cargo tie downs installed in the floor.

the move to all-in-ones really add to the bottom line for customers.”

Multi-function auxiliary power units like Vanair’s Air N Arc I-300 can provide welding, electrical power and compressed air in a single device.

Lighter weight The bigger fleets are sensitive to weight issues, says Eric McNally, vice president of sales at Reading.

Using aluminum for the service body can cut the weight almost in half, he says. That means a Ford F-250 can stay under 10,000 pounds gross vehicle weight rating and avoid all the DOT licensing and complications that go with trucks heavier than that.

Maintainer is also offering alu-

minum service body components.

“With higher fuel costs there has been a need to provide a lightweight service truck for increased payload while reducing fuel costs,” says Wibben. Aluminum’s other big advantage is that it is corrosion resistant, he says.

Rightsizing trucks As business levels have picked up there has been a trend toward larger trucks, says Cook. Some of this is driven by the availability of funds for capital expenditures, while in other cases payload or crane capacity is the driver.

EquipmentWorld.com | April 2015 75

maintenance | continued Richards sees a lot of attention being paid to spec’ing the right size of truck. After the economy tanked in 2008 many contractors and fleet managers started paying close attention to the acquisition costs and applications for the truck. Too small a truck hurt productivity, while too large a truck created a longer payback period. Both mistakes can hurt ROI. A lot of companies try to do more with less, Heffron says, but that can get expensive if you load the truck up with auxiliary equipment. So upsizing to a truck with a 26,000 GVWR may make more sense than going to the edge of your capacity with a 19,500 GVWR truck. And 26,000 GVWR still allows

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you to use a driver without a commercial driver’s license (CDL), he says.

Lifecycle costs factor into many contractors’ decisions, says Heffron.

“They want a product that’s going to last for their planned usage and environment and still have value when it’s time to replace it.” And spec’ing a truck that a mechanic will enjoy spending his days in is also increasingly important, he says. This helps companies attract and retain qualified people.

Improved crane systems Customers are asking for a stronger fleet management approach to crane control systems and diagnostics, says Davison. This requires more advanced diagnostic and operator feedback, he says.

Operators want to know more about what their lifting is doing and how the equipment is performing, he says.

Longer reach cranes are also becoming a staple of the customer’s

needs, says Heffron, as well as cranes that operate with wireless controls.

in that it is corrosive and has the potential to freeze in cold temperatures. That means stainless steel components and heating systems to keep the fluid from freezing.

Since many equipment manufacturers size their DEF tanks to be refilled every time you refill with diesel fuel, DEF storage is becoming increasingly prevalent on fuel trucks.

DEF storage Our experts gave different answers to the question of storing diesel exhaust fluid (DEF) on service trucks.

Some are seeing it. Some are not.

On mechanics trucks, DEF storage seems to be rare, but on the larger lube and fuel/lube trucks, more contractors are requesting it.

“DEF has become a common product to carry on our lube trucks now that much of the equipment being serviced is equipped with those systems,” says Wibben. He also notes that the fluid presents challenges Maintainer’s FF222 2-ton service truck is and requires spepowered by compressed natural gas. cialized equipment

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Compact Excavators

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

Top financed new compact excavator*

Auctions

Cat 303.5E CR, 639 units

Compact excavator auction prices, 2010-Feb. 2014 $27,000 $26,000

$

$25,000 $24,000

Average:

22,710

$23,000 $22,000 $21,000

Low: Dec. 2012

$20,000

$

$19,000 $18,000 $17,000

20,237

High: Sept. 2014

$

Auction prices for the top 10 models of compact excavators have been on a steady decline since Sept. 2014, when these machines saw a five-year high of $25,698. During the past 5 years, the average auction price for these models was $22,710.

$16,000 $15,000 $14,000 $13,000 $12,000 $11,000

25,698

Top financed used excavator* Kubota KX121-3S, 243 units

Current: Feb. 2015

$

20,755

2010

2011

2012

2013

2014

Feb.

Jan.

Sep.

Jul.

Apr.

Jan.

Oct.

Jul.

Apr.

Jan.

Dec.

Jul.

Apr.

Jan.

Oct.

Jul.

Apr.

Jan.

Oct.

Jul.

Apr.

PRICE

Jan.

$10,000

2015

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

70,000

$

Three-way tie for top auction price:

Top financed compact excavator brands*

• 2010 Komatsu PC78US-8 with 2,790 hours at a Ritchie Bros.

Auctioneers Int’l sale on Apr. 17, 2014 in Manchester, New Hampshire.

• 2010 Cat 308DCR with 306 hours on Feb. 19, Ritchie, Orlando, Florida.

• 2012 Cat 308DCR with 2,354 hours on Feb. 12, Cat Auction Services, Orlando, Florida.

Over a 12-month period, three brands in the market have run neck and neck in market share of financed compact excavators: Caterpillar, 23 percent; Kubota, 22 percent; and Bobcat, 21 percent.

Final bids

0

0 0 0 , $70

AVERAGE

0 9,0

$

HIGH

LOW

unit count: 233 Jan. 1, 2014-Dec. 31, 2014; prices for compact excavators 8 tons and under, 5 years old and newer, U.S. sales only. Only includes bids $5,000 and above.

Source: TopBid, topbid.com

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

UNITS

7 3 3 , $32 New

Compact excavator buying patterns*

*Feb. 1, 2014- Jan. 31, 2015. Source: EDA, edadata.com (Note: EDA reports are continually updated.)

Used

New high: 2006, 9,536 units

1

Caterpillar, 4,064 units

2

Kubota, 3,786 units

3

Bobcat, 3,444 units

Top three states for compact excavator buyers* 1 Texas, 1,208 buyers

2

New York, 845 buyers

3

California, 819 buyers

* Feb. 1, 2014 – Jan. 31, 2015, includes both new and used financed sales. (Note: EDA reports are continually updated.) Source: EDA, edadata.com

New, used excavators year-over-year change*

Used low: 2009, 3,741 units

NEW Up 19% Used high: 2007, 5,084 units 2005

2006

2007

2008

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

New low: 2010, 1,588 units 2009

2010

2011

2012

2013

2014

USED Down 6%

*Comparison of number of compact excavators financed Feb. 1, 2014 to Jan. 31, 2015, and Feb. 1, 2013 to Jan. 31, 2014. Source: EDA, edadata.com

EquipmentWorld.com | April 2015 79

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

R

E

N

W

Jeremy Hiltz Jeremy Hiltz Excavating Ashland, New Hampshire

Dwaine Doss Doss Enterprises Jane Lew, West Virginia

Kevin and Shawn Guyer Guyer Brothers Construction New Enterprise, Pennsylvania

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

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

Vern Larman Larman Construction Garland, Texas

Brian Winot Northeast Site Contractors East Stroudsburg, Pennsylvania

Brad Phillips Phillips Companies Beavercreek, Ohio

Landon Floyd Precision Pipeline Cedar City, Utah

Doug Thomas Thomas Construction Grove City, Pennsylvania

James Tollestrup James Tollestrup Construction Lethbridge, Alberta

Brian Winkler Wm. Winkler Company Newman Lake, Washington

Sponsored by:

contractor of the year | by Amy Materson

| AMaterson@randallreilly.com

Third-generation contractor manages company transition by merging old values with new opportunities

F

or James Tollestrup, running the family business has included mastering the ability to transition the company from one phase to another. The thirdgeneration contractor has taken Lethbridge, Alberta-based Tollestrup Construction to new levels of growth while maintaining the identity of his grandfather’s company.

A changing identity Founded in 1940, the company has avoided experiencing grow-

James Tollestrup Lethbridge, Alberta

Tollestrup Construction Year started: 1940 Number of employees: 80 Annual revenues: $14 to $15 million Markets served: Vertically integrated construction, roadwork, subdivisions, parking lots.

ing pains that could pose potential problems, simply because the company transformed itself several times, laying the groundwork for the future expansion of the firm.

The company founder, Glenn Fredrick Tollestrup, started excavating basements in Lethbridge with a single all-cable, non-hydraulic backhoe. As he prospered, he added strip mining and pipe jobs to his portfolio. In 1949, he purchased a Salt Lake-based coal processing facility, with the idea of processing the coal refuse to remove waste, and then selling the product. A crushing plant soon followed, and then an asphalt plant. James’ father, Stephen, was now involved in the business and wanted to compete in the highway paving market. The early emphasis on strip mining gave way to paving when the company sold its coal refining plant.

Still expanding, the company sold much of the paving division in the ‘70s and continued working primarily in Lethbridge, while also serving

as the main supplier for sand and gravel products in the area.

New leadership When Jim Tollestrup was old enough to become heavily involved in the family business, the company had just two base crews and 25 guys. Today it handles a range of large construction projects in Lethbridge.

Under the current Tollestrup leadership, the company has experienced planned and controlled growth – 40 percent over the last 10 years. Jim says the company is now completely vertically integrated – mining and manufacturing different types of sand and rock products, including dry crush, washed rock, washed sand, concrete aggregates, red shale and asphalt. In addition to traditional road building and paving, the company is actively involved in asphalt recycling. “Our growth is based on economics,” Tollestrup says. “We tried not to get too big too quickly. We had a game EquipmentWorld.com | April 2015 81

contractor of the year | continued

Although the Tollestrup Group has diversified far beyond construction, the company maintains several paving crews to perform asphalt paving jobs in the Lethbridge area.

plan and we stuck to it.”

The Tollestrup Group, which Tollestrup manages with his sister Mattie Murphy, also includes a development division, some property management and several Wendy’s and Tim Horton’s franchises. Although he’s up to 80 employees in just his construction division alone, he keeps a close eye on things.

“He’s absolutely hands-on with respect to the construction side,” says Brent McDowell of Finning Cat. “He’s grown up doing that; he’s been exposed to it his whole life.

He’s very conscious of what it takes to be good at what you do.”

McDowell says Tollestrup is as 82 April 2015 | EquipmentWorld.com

committed to the Lethbridge community as he is to his company.

“They don’t bring attention to themselves – they often sponsor things anonymously, but they help out immensely,” he says. McDowell recalls a brush fire that broke out in the area in 2012. “This area has a lot of wind turbine projects and is very windy,” he says. “A fire started and just took off. It was threatening the city. Jim’s machines were there right away – no question.”

Most of Tollestrup’s work is concentrated in the city of Lethbridge, where the company handles a lot of municipal work, in addition to construction projects including retail

centers, offices, apartment complexes and subdivisions. Projects include work for Home Depot, Comfort Inn, Walmart, the University of Lethbridge, and numerous area schools and churches.

As the company has diversified, it’s become increasingly important for Tollestrup to surround himself with talented, knowledgeable people, and he’s been willing to go the extra mile to ensure he has the best personnel possible. He’s paid for training or school for several employees, including his senior project manager, Jonathan Hamilton, and his safety coordinator, Trevor Carroll. As a result, he ends up with long-term, loyal employees.

“We like to promote from within when we see people who have potential,” he says.

All in the details Over time, Tollestrup has consistently improved the company’s 100-machine-plus fleet, which he says is approximately 95-percent Caterpillar. With 5 full-time mechanics and 2 mechanics trucks operated from a 230-acre location on the Old Man River, Tollestrup is serious about proper maintenance and eliminating downtime.

Although the company has sometimes purchased equipment at auction, Tollestrup says it has been several years since he has bought used equipment, preferring to buy new. “My dad and my granddad didn’t replace a lot of equipment, but now we base our purchases on equipment lifecycle,” he says. “Even though it’s capital intensive, you just can’t afford to have the downtime.”

Having an up-to-date, well-maintained fleet has allowed Tollestrup to remain flexible in the types of

jobs he takes on. Even though he has no aspirations to get back into performing highway work, Tollestrup says he’ll consider most other markets, and has no real sweet spot. “We will take on jobs ranging anywhere from $200,000 to $15 million,” he says. “There’s always room for the smaller stuff.”

Thoughtful transition For Tollestrup, managing the transition from a cozy family environment to a more corporate feel was simplified by the addition of layers of structure, but applied in a thoughtful way.

Although he initially regretted losing some of the family atmosphere, he knew the company had become too large to maintain the minutiae of that kind of workplace. Having a fully staffed office as well as a controller, full-time human resources professional and full-time safety expert has allowed him to mold the

company into the entity he wants it to be.

Even though the company has grown at a rapid rate under Tollestrup’s leadership, he has no plans to expand geographically, preferring to remain in Lethbridge. Most of the company’s projects are within a 75-mile radius of the city, and a satellite office is not in the picture for Tollestrup, who describes himself as a micromanager. “This is a hands-on business,” Tollestrup says. “And it’s a tough industry.

You’ve got to have someone there to look after things.” With that in mind, Tollestrup is actively engaged in succession planning, including implementing a board of directors.

“I’d like to maintain the status quo,” Tollestrup says. “I might like a little more growth, but I’m pretty happy where we are. I enjoy the day-to-day challenges I never expected, and I’m learning more than I ever thought I could.”

One of the services Tollestrup Construction offers is StreetPrint, an asphalt stamping process. Using stamped and colored asphalt, the surface achieves the appearance of paving stone, herringbone, cobblestone or other patterns.

EquipmentWorld.com | April 2015 83

World of AsphAlt World of Asphalt roundup | by Equipment World staff

roundup

This year’s World of Asphalt, co-located with AGG1, set attendance, exhibitor and exhibit space records, with more than 7,600 registered attendees viewing 450 exhibitors’ booths over 135,000 net square feet. The show also sold more than 10,000 tickets for education sessions. Here are some of the products and technologies featured at the show.

VOLVO

Volvo Construction Equipment introduced the industry’s first intelligent compaction (IC) system that measures density in real time.

Dubbed Density Direct, the Android-based system’s user interface features a 10-inch touch screen with multitouch capabilities much like a smart phone or tablet that operators should find familiar. The Density Direct interface displays a map with color-coded density readings in addition to the numerical reading for density, the number of passes, and temperature. Volvo IC with Density Direct will be available in the fourth quarter of 2015 on the DD110B, DD120 B, and DD140B asphalt compactors available in North American, with plans for aftermarket retrofits to come later. For a closer look at Density Direct and intelligent compaction, see this month’s Machine Matters feature on page 38.

EquipmentWorld.com | April 2015 85

World of Asphalt roundup | continued

CATERPILLAR

Caterpillar’s two new pavers are equipped with its quickheating screed system that cuts heating times by more than half. New screed platforms are available for the pavers including the vibratory only SE50 V and SE60 V as well as the SE50 VT which offers vibration and tamper bars. The SE50 V offers a maximum paving range of 21.3 feet, while the SE50 VT offers 26.3 feet and the SE60 V 25 feet. Cat says the engine, a now-standard Eco mode and an integrated generator in the machines’ new screed heating system combine for substantial fuel savings over previous pavers of the same size.

Introduced last year with the AP1000F paver, the generator is connected directly to the machines’ engine and, in combination with the heat distribution of the SE50 and SE60, heats to the appropriate temperature in only 15 minutes, down from 30 to 45 minutes. While heating, the pavers run at 1,300 rpm rather than the 2,200 rpm at which Cat says competing machines run. Beyond fuel economy, the lower rpm means a quieter jobsite and therefore allows earlier start times in residential areas. The pavers are equipped with touchscreen control displays, though the most frequently used functions are still controlled by switches. Control features include a new single-switch auto-fill feeder system, the ability to set ratio control for the conveyors from the screed, adjustable mix height by the tractor operator, an available pendant control that enables the screed operator to stand alongside the machine, propel and feeder system settings that transfer between stations at the touch of a switch, the ability to operate Cat Grade Control from the tractor consoles and a warm-up/cleanout mode that runs the feeder system at a reduced speed.

86 April 2015 | EquipmentWorld.com

ATLAS COPCO

Atlas Copco introduced the Dynapac CC1300 articulated compact tandem roller at the show. Like the CC1100 and CC1200, this new model comes in a dual-steel vibratory drum configuration (front and back), or a combination option of one vibratory drum and four rubber tires. In addition to being used for asphalt compaction, the 45-horsepower CC1300 can also be used for compacting sub-bases and base courses. The rollers for all three models feature water tanks made of corrosion resistant recyclable polyethylene plastic. They also have three separate filters to prevent clogging in the sprinkler nozzles, and the sprinkler system can be drained without the use of special tools.

Operators can compact materials close to high curbs because of the high clearance of the drum’s edges. On the combination models, the rubber tires are driven in pairs by separate drive motors, a feature the company said cuts down on marring during sharp turns on fresh asphalt.

As with other new Atlas Copco equipment, all three models offer a sideways sliding seat and dual front and reverse controls.

Atlas Copco also showed their new intelligent compaction system, which offers a touchscreen tablet interface that is wireless and has a 12-hour battery life. Atlas Copco’s CC2200 through CC6200 asphalt rollers and their CA2500 through CA6500 soil rollers can be outfitted with the system.

The company’s dealers also are providing free training for contractors. The system provides real-time stiffness measurements of soil and asphalt via a drum-mounted accelerometer, while front-and rear-mounted sensors provide asphalt temperature readings that help in providing consistent stiffness measurements. Pass counts also are measured. The system keeps up with the number of completed passes via GPS and cross-references this information with how loose the material is, which helps determine when compaction is complete.

The operator is alerted when compaction is complete, which in turn minimizes over compaction. Data collected can be saved and used for analysis later, or for Federal Highway Administration inspections.

EquipmentWorld.com | April 2015 87

World of Asphalt roundup | continued

BOMAG AMERICAS BOMAG launched its Tier 4 Final BW11RH-5 roller designed for asphalt compaction work on highways, in addition to chip and seal work. The machine features a dramatic redesign that provides excellent visibility. Enhancing that visibility, and representing the biggest design change, is the reversal of the engine and ballast placements. They are essentially reversed from the previous design, with the Kubota engine now positioned in the back, and the water- or sand-fillable ballast compartment placed in front.

While the Tier 4 Final engine does offer a more contoured and sloping hood, the placement of the lower ballast compartment in the front line of site provides the operator a drastic field of vision improvement. Switching the engine and ballast positions also reversed the offset pneumatic tire configuration, moving the set of five tires to the front, and the set of four to the back. Other design changes with the cab option are dual cab entry with doors on both sides, a swivel seat and a mini control knob steering wheel. The swivel seat allows the operator to move for better views when needed and the smaller steering wheel removes both a physical (when entering and exiting the cab) and visual obstruction without affecting control. With the new engine design comes easier maintenance. The lower profile places the engine lower to the ground, so operators can stand while working on it. The polymer composite hood, while reducing weight, also offers sound reducing insulation. Other features include brakes that automatically apply when the engine shuts down or with loss of transmission system hydraulic pressure, a three-speed hydrostatic transmission, 10-foot inside turning radius via 35-degree centerpoint articulation and 10 degrees oscillation.

BOMAG also showcased their new BW120SL-5, previewed at The Rental Show in New Orleans, at World of Asphalt. The machine features a vibration frequency 7-percent higher than previous models at 4,320 vibrations per minute. Creating a 0.020-inch amplitude, the BW120SL-5 produces 8,993 pounds of centrifugal force on asphalt and base materials. It can be operated in either manual mode or in Intelligent Vibration Control mode; the latter designed to provide precise compaction with the fewest passes required. In addition, vibration can be operated on either the rear or front drums independently, or in tandem. The BW120SL-5 offers a Tier 4 Final, 25-horsepower Kubota engine, and a maintenance-free articulation joint that provides up to 40-percent gradeability and 10-degree oscillation. Other features include a pressurized water spray system on both drums, with two filters and four spray nozzles, up to 2 inches of crab steering offset, a vibration-isolated operator’s platform and suspended seats, no daily grease points and a foldable ROPS.

88 April 2015 | EquipmentWorld.com

ROADTEC

Despite launching its Guardian telematics service three years ago, Roadtec still views the technology as an egg it is slowly aiming to crack. Marketing manager Eric Baker referred to telematics as an industry buzz word, noting that its pervasiveness in the majority of all heavy equipment marketing has created a challenge for everyone in the industry. He sees the term as teetering on the edge of generic, its widespread use beginning to water down what has always been an impressive message to any fleet manager or equipment owner. “What we sometimes struggle with is getting lumped into all of that,” Baker said. “But this goes above and beyond telematics.” By “this,” Baker was referring to Roadtec’s latest version of Guardian that elevates the service above the usual machine diagnostics.

Through a free software update for current Guardian subscribers, Roadtec is adding real-time and end-of-day production reporting.

The company says operators will be able to view the exact amount of material they are loading into the truck in front of them, eliminating overloaded or underloaded trucks. Production reporting is available now on the company’s RX-600, RX-700 and RX-900 cold planers and Roadtec plans to extend the feature to its line of pavers. Roadtec notes that on the milling machines, customers can track cutter bit consumption and take further advantage of the production reporting by purchasing an optional additional display for these machines. Roadtec has plans to increase Guardian’s functionality in the future.

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final word | by Tom Jackson TJackson@randallreilly.com

Tribal knowledge and the baby boomer brain drain: what you know needs to go digital

L

ast month while attending the AEMP Management Conference and Annual Meeting in Orlando, Florida, I heard a term I’d never heard before: “tribal knowledge.”

Google told me that tribal knowledge is a term used in SixSigma, which defines it as: “Any unwritten information that is not commonly known by others within a company. This term is used most when referencing information that may need to be known by others in order to produce quality product or service.”

When I read this I was immediately reminded of all the tradespeople who had refused to tell me the secrets of their craft. As one old plasterer groused: “If I told everybody how to do this, eventually I wouldn’t have a job now would I?” It’s a fair point. Ever since the craft guilds of the Middle Ages skilled artisans have been protecting their livelihoods by keeping the methods and materials secret.

But in today’s world where workers deal with vast amounts of information and collaborate among dozens of other stakeholders in huge companies, anybody who keeps trade secrets is harming your company.

To make matters worse, there is a great wealth of knowledge often locked up in the minds of babyboomers who are retiring in droves.

When they walk out the door, all

that information leaves with them.

The other dimension to this problem is that a new generation, millennials mostly, born between 1989 and the early 2000s, are not likely to work alongside the experienced craftsmen and patiently pick up knowledge over a long period of time.

“

Today’s millennials, entry-level technicians and craft workers acquire knowledge digitally.”

At the AEMP conference two presenters Gerald Green, Caterpillar strategic development manager; and Stewart, Skoda, president, TeMeDa, made the same point about millennials and tribal knowledge in two separate presentations. That leads me to believe this is something on the cusp of becoming important.

Skoda’s point was that millennials grew up as latch-key kids. They came home, they played video games or got on the computer.

When they had a question, when they wanted to pursue an interest, they didn’t ask mom or dad, or the older teen down the block working on his hot rod. They asked the

Internet. Today’s millennials, entrylevel technicians and craft workers acquire knowledge digitally.

That’s a huge difference and one that has significant implications for not only managing future generations, but for making sure the tribal knowledge within your organization doesn’t disappear in the next few years. In it’s definition of tribal knowledge, the SixSigma website also adds: “Unlike similar forms of artisan intelligence, tribal knowledge can be converted into company property.”

But in the digital age that means your company’s training, maintenance records, safety standards, PM procedures and HR policies all have to be accessible with few clicks. If the millennials who work for you can’t – on their tablets or mobile devices – find the process for deciphering electrical fault codes and everything else involved in the maintenance and management of equipment, you’re going to be reinventing the wheel every time one person leaves or retires.

The brain drain is about to kick into high gear, but as SixSigma offers, tribal knowledge can be converted into company property.

And that will be one of the most important challenges facing fleet managers and construction company owners for years to come.

Unless, of course, you decide you want to create an “artisanal” construction company. But that doesn’t sound very profitable to me.

EquipmentWorld.com | April 2015 94

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