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equipmentworld.com | July 2015

AEMP 2015

TECHNICIAN of the

YEAR

BRENT SCHRODER, QUALIFIED FOR A COLLEGE-LEVEL JOB IN AN OFFICE BUT CHOSE HEAVY EQUIPMENT INSTEAD

P. 34

Excavators:

BIGGER MODELS GAINING POPULARITY

ELC coolants:

LONG LIFE-YES, MAINTENANCE-FREE NO

P. 40 P. 59

1/2 TON TRUCK

SHOOTOUT P. 81

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

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

We’re proud to say that’s why Freightliner has become the industry leader in work trucks.

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

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*Load data and fuel usage are per year and based on CX300D in SP Mode. Fuel usage data is based on average diesel price per gallon of $2.75 as of 4/13/15 per US EIA. Load capability and fuel usage depend on mode of operation for all units. Š2015 CNH Industrial America LLC. All rights reserved. CASE is a trademark registered in the United States and many other countries, owned by or licensed to CNH Industrial N.V., its subsidiaries or affiliates.

Vol. 27 Number 7 |

Cover Story

table of contents | July 2015

AEMP TECHNICIAN OF THE YEAR

Brent Schroder, Traylor Bros.

THIS HEAVY EQUIPMENT TECHNICIAN CHOSE THE CHALLENGE OF WORKING IN THE FIELD OVER THE CUSHY LIFE OF A COLLEGE GRAD.

Equipment

34

21 Marketplace

40 Machine Matters: Excavators

Bobcat’s S740 skid steer, Volvo’s EC20D compact excavator, Wacker Neuson’s RD 27 ride-on vibratory roller, Thunder Creek Equipment’s FST Series trailers.

Excavators in the 35- to 50-ton class are seeing a bump in volume.

EquipmentWorld.com | June 2015 5

table of contents | continued

Features 17 Opinion: Equipment software: conspiracy or optimizing performance?

50 Road Science RAP and RAS: Where is the payoff?

59 Maintenance Checking coolant levels when using extended life coolants.

65 Highway Contractor Geosynthetics require attention to project design and installation.

®

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 Editor: Wayne Grayson Online Managing Editor: Bobby Atkinson Executive Trucks Editor: Jack Roberts Spec Guide Editor: Richard Ries editorial@equipmentworld.com Art Director: Tony Brock Advertising Production Manager: Linda Hapner production@equipmentworld.com VP of Sales, Construction Media: Joe Donald sales@randallreillyconstruction.com

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Departments 9 On Record A new golden age of underground construction?

11 Reporter Workplace deaths in construction; city uses high-tech SUV to analyze pavement conditions; construction firms establish $10 million loan fund for minority and women-owned businesses.

71 Quick Data Wheel loaders 77 Contractor of the Year finalist

Jason Ciavarro, Supreme Metro Corp.

South Plainfield, New Jersey Finding joy and passion in his work, combined with an unshakeable work ethic, leads this New Jersey contractor to success.

81 Pro Pickup: Half-ton shootout

Five of the most popular 4x4 V-8 crew cabs go hood-to-hood.

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

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

6

June 2015 | EquipmentWorld.com

Chairman: Mike Reilly President and CEO: Brent Reilly Chief Operations Officer: Shane Elmore Chief Financial Officer: Russell McEwen Senior Vice President, Sales: Scott Miller Senior Vice President, Editorial and Research: Linda Longton Vice President of Events: Stacy McCants Vice President, Audience Development: Prescott Shibles Vice President, Digital Services: Nick Reid Vice President, Marketing: Julie Arsenault 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 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

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on record | by Marcia Gruver Doyle

A new golden age of underground construction?

D

uring the Great Recession, one phrase reached cliché status: “this is the new normal.”

In other words, suck it up, things will never be as good as they once were. Get used to diminished returns and don’t dwell on what used to be.

So it tends to give you pause when Chris Daum, senior managing director and officer for FMI Capital Advisors, a division of the wellrespected construction consulting firm, openly asks, “Have we entered the golden age of underground construction?”

It was an intriguing question made in an interesting context: a meeting of journalists gathered to view Vermeer’s new third-generation horizontal directional drills (more on those in an coming issue). And it was certainly a query that the underground equipment manufacturer was happy was on the table. “We see another fiber boom, strong power and energy markets, combined with global growth, all which will increase the use of drills and trenchers,” Doug Hundt, president of industrial solutions for Vermeer, told the group.

Daum echoed Hundt’s remarks. “There are a lot of things going on in the North American market, and the United States is the most attractive construction market in the world,” he said.

There are several drivers to this growth, particularly in the underground sector, Daum said.

These include a favorable utility regulatory environment, cast iron pipe replacement programs

MGruver@randallreilly.com

by gas distribution companies, a push to convert overhead utilities to underground, and our chronic water/sewer infrastructure underinvestment.

“Never in my career has there been sustained spending in gas, energy, telecom and water and sewer,” Daum says. “All the stars are aligning.

I can’t think of a better time for underground infrastructure.”

There are of course challenges. The Great Recession wiped out 30 percent of construction labor, and squeezed profit margins aren’t going away. “Utility contractors have an average 4.5 percent profit margin, and yet they’re one of the most profitable segments in the construction industry,” Daum said.

In this highly competitive environment, “the name of the game for a contractor is knowing your costs, managing your costs and growing your productivity,” Daum said. “Construction is showing up at the right place at the right time with the right equipment.”

The problem with golden ages is that they’re rarely recognized as such when you’re in the midst of one. (Ask those who experienced the Interstate build out.) Then once a great market proves it’s sustainable, we start to believe it will continue on and on, with only minor corrections.

As Daum reminded us, “A lot of people go bust because of too much work.” Good markets – whether they reach golden age status or not – have to be managed even more than poor markets. And if great times are ahead, your management skills are in for a test.

EquipmentWorld.com | July 2015 9

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

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©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

reporter | by Equipment World staff

Interactive map of workplace deaths a stark reminder of construction’s dangers

A

n interactive map that seeks to plot out all available reports of workplace deaths in the U.S. during 2014 offers a sobering reminder of just how dangerous construction work can be. The map, released on Workers’ Memorial Day (April 28) is published by Global Worker Watch (GWW) and composed through the efforts of researchers scouring media reports, victim family reports and available data from the Occupational Safety and Health Administration.

When hovered over, each dot on the map displays the location and any available information on the circumstances surrounding the fatalities. Because it depends on what is available, the map likely only represents one-third of all workplace deaths in 2014, GWW says.

Construction by far accounts for the most deaths among all surveyed industries with 648 deaths in 2014. The most up-to-date official construction fatality tally available from the Bureau of Labor Statistics is from 2013. The BLS reports 828 construction workers died in 2013 – the highest number of deaths seen in the industry since 2009. With that number in mind,

and given the sharp increase in construction activity in the last year, the GWW data plotted in the interactive map is likely a low estimation of what the real 2014 numbers will be.

Even though the estimates are likely low, the map serves as a grim reminder of the importance of safety while on the job and it offers the ability to quickly drill down to a state and local region level. You can view the interactive map by visiting www.globalworkerwatch.org/2014-us-fatalities.html.

– Wayne Grayson

City of Lexington uses high-tech SUV to analyze pavement conditions and prioritize projects

L

exington, Kentucky, officials are spending nearly $400,000 to assess the condition of the city’s roads using lasers, cameras, and GPS equipment in an effort to better prioritize repaving and repair projects on the 4,024 streets the city maintains.

“Maintaining basic infrastructure like roads is a key responsibility of local government,” says Lexington Mayor Jim Gray. “Over the past five years, the city has committed nearly $38 million to road paving, more than any other five year period. Another $10 million for paving is proposed in the new budget. Data collected by the digital survey vehicle will help council members determine paving priorities and identify roads where short-term repairs can be made.”

The system, provided by Applied Research As-

sociates and mounted on a Ford Expedition, takes photos every 20 feet and measures changes in road surfaces within one-thousands of an inch. The GPS equipment provides exact locations for the photos and measurements. Applied Research Associates will crunch the numbers from the data to rate streets on a scale of 0 to 100, with 100 being the quality of new pavement. The assessment will cover 40 to 50 miles each day over the course of several weeks.

“The data collected will be good for up to three years and will help us determine the best way to fix each street – whether that’s through crack sealant, microsurfacing, or traditional mill and overlay – saving money in the long run,” says David Holmes, commissioner of environmental quality and public works. – Chris Hill EquipmentWorld.com | July 2015 11

reporter | by Equipment World staff

St. Louis construction firms help establish $10 million Contractors Loan Fund for minority and women-owned businesses

A

iming to boost the number of construction companies owned by minorities and women in the St. Louis area, a group of firms and banks joined forces to establish the Contractors Loan Fund.

The $10 million loan fund will be a big help to those companies who can’t get traditional loans. Certified businesses owned by minorities and women will be able to apply for up to a $1 million loan. St. Louis NAACP President Adolphus Pruitt called the loan fund, “a big deal,” as the city prepares for tens of billions of dollars worth of construction projects over the next 15 years.

“Cash flow is like oxygen for a business. Without it, it will truly die. And that has been the case over the years – well over a couple of decades locally – for a lot of small minority and women-owned contracting businesses,” says Pruitt. “And today is a great giant step towards dealing with the issue.”

The Associated General Contractors, SM Wilson and Musick Construction are part of the fund coalition along with six banks, two universities and other major corporations. More information and an application for the fund can be found at the Contractors Loan Fund website, clfstl.org.

– Wayne Grayson

Briefs Volvo CE’s new SmartCare service will monitor and translate your telematics data for you Volvo Construction Equipment’s new fleet management assistance service, SmartCare, takes dealer involvement to a new level. The service features three tiers: Basic, Plus and Complete, which progressively involves your Volvo dealer more in helping to monitor and translate the CareTrack telematics data being generated by Volvo machines in your fleet.

Volvo CE director of Service Solutions Jim Bretz says while CareTrack is helping equipment owners and operators tap into data including fuel consumption, idle time, machine location, fluid levels and service alerts, it can all at times be overwhelming.

“With SmartCare, our dealers can help simplify fleet management by evaluating machine and operator data, and providing corresponding recommendations for maintenance and operations that can positively impact the customer’s bottom line, increase uptime, and allow the customer more time to focus on their jobs and clients,” Bretz says.

The Volvo dealer acts as an extension of the customers’ fleet management team, providing services such as operator familiarization training, daily machine monitoring, on-site inspections and strategic recommendations.

12 July 2015 | EquipmentWorld.com

• NO TIME LIMIT POWER BOOST • INDUSTRY-LEADING SAFETY FEATURES • EXCLUSIVE INDEPENDENT TRAVEL • BEST-IN-CLASS FUEL ECONOMY

WE’VE GOT EXCLUSIVE FEATURES TO GET MORE DONE With KOBELCO excavators on the job, you’ll be prepared for even the toughest worksite challenges. That’s because we’re committed to building productivity-boosting features in our machines you won’t find anywhere else. While other machines may offer power boost, ours is untimed and operatorcontrolled. Then there’s the exclusive independent travel feature that lets you dig, lift and travel at the same time. We even thought of the little things, like swing flashers and industry-leading visibility that enhance safety.

Plus with premier operator comforts, you might actually enjoy operating our machines.

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reporter | by Equipment World staff

Machinist 3D prints a Caterpillar D10 dozer

3D

printing is one of those amazing, futuristic technologies that has somehow snuck beneath the radar of the majority of the general public. That’s probably because most 3D printing is still done on the small scale and with plastics, but continuing innovation in the field is bringing us closer and closer to the day where we can print our own tools and equipment parts rather than ordering them or driving to a nearby dealer or store.

In fact, one guy is already building bulldozers with his elaborate 3D printer setup.

Jason Hatala is a machinist and fabricator who has been involved with 3D printing for four years. In an interview with 3Dprint. com, Hatala says he is a member of the RC Truck and Construction forum and has long loved to build scale model construction equipment. Hatala says 3D printing has taken his model building to a whole new level.

And that’s not an exaggeration. Just look at the detail behind his latest creation, a remote-controlled Caterpillar D10.

Hatala designed all of the model’s 270 parts in Autodesk over the course of about 10 days. It then took another two weeks to print the parts on two Afinia H479 3D printers using ABS filament. The only parts not printed were the mini dozer’s electronics and the pins that hold the machine’s 90 track pads together.

– Wayne Grayson

Briefs

PennDOT public-private partnership with PWKP to replace 58 bridges in 2015 Through a public-private partnership (P3) with Plenary Walsh Keystone Partners (PWKP), the Pennsylvania Department of Transportation (PennDOT) will replace 58 bridges in 2015 as part of the Rapid Bridge Replacement Program.

PWKP is scheduled to replace a total of 558 bridges throughout Pennsylvania over a 3-year period. They will design, construct and then maintain the bridge structures for 25 years, but the state will own the structures and perform routine maintenance.

14 July 2015 | EquipmentWorld.com

The company also is responsible for financing the work, with PennDOT making “performance-based payments on the contractor’s adherence to the contract terms.” PennDOT also will perform routine maintenance including debris removal and snow plowing.

“This project will deliver high-quality bridges with as little disruption to the public as possible, now and for decades in the future,” PennDOT Secretary Leslie Richards said.

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opinion | by Tom Jackson | TJackson@randallreilly.com

EQUIPMENT SOFTWARE

WIRED.com blog implies a corporate conspiracy to lock you out, but most heavy equipment contractors have a different opinion Software and algorithms controlling today’s equipment will optimize performance, fuel economy and emissions by managing tens of thousands of bits of information from sensors on every major component.

I

n a recent blog on WIRED. com author Kyle Wiens reported that farmers are mad about the proliferation of sensors and computers running their big, diesel powered machines.

You may own the tractor, but, according to the article, the manufacturer owns the software that makes it run. You can’t hack, tweak or change one line of code. Farmers, who like to hack, tweak and change things, hate this – or at least the two Wiens quoted hate it.

Software and copyright Wiens, is an advocate for open source software and the co-founder and CEO of iFixit, an online repair community and parts retailer. At the heart of his argument is the Digital Millennium Copyright Act, Section

1201, which claims the software codes that run these sophisticated machine operations are protected by copyright laws.

Wiens would like an exemption to the act to allow owners of software-controlled equipment, including tractors, to rewrite the code if they so desire. But when you talk to heavy equipment contractors and fleet managers you get a different opinion. I’ve interviewed hundreds of contractors in the last 15 years.

Not a one of them every expressed a desire to alter the software on their machines. Here’s why: Performance. The software programs that control engine speed, hydraulic power, gear selection, traction and implement response are all maximized to do the most amount of work in the least time

with a minimum amount of fuel.

Emissions. The complex exhaust emissions systems in these machines have cut pollution going out the exhaust stack by more than 95 percent in a decade. This would have not been possible without highly evolved software. Plus, if you tamper with the code that controls these emissions systems you could be facing six figure fines from the EPA. Uptime. Hand-in-glove with the software, today’s telematics systems will give contractors early warning of potential problems and prevent catastrophic and expensive failures.

It will send you phone alerts and let you check the internet for the real time health and operating parameters of any machine you own anywhere in the world.

EquipmentWorld.com | July 2015 17

opinion | continued Product design. Manufacturers also harvest the telematics data coming off the sensors to improve the design and shorten the product introduction cycle of tomorrow’s machines.

Warranty. With sensors and telematics recording every move a machine makes, disputes over equipment malfunctions are easily resolved. Warranty claims get a lot more honest on both sides of the equation as well.

Safety. Tinkering with the software on a tractor, a 40-ton dozer or a crane swinging steel beams high above a cityscape could conceivably cause a malfunction that could kill or injure dozens.

Given that farming and construction are two of the most dangerous occupations in the country, only a fool would run a big machine with altered software.

AEMP Wien’s blog implies that these software copyrights are a corporate conspiracy against the little guy. But heavy equipment contractors and fleet managers, the customers who buy these corporate products, work with their OEMs and dealers as coequals on all aspects of equipment performance, maintenance and lifecycle.

One customer group that has generated a robust online conversation about Wiens’ WIRED blog is the Association of Equipment Management Professionals. The average AEMP member manages a fleet worth $157 million and wields an annual equipment acquisition budget of $16.5 million.

The AEMP has long held a philosophy that the best equipment management practices depend on the “equipment triangle,” a close working relationship with the contractor, the distributor and the OEM. Over the last few years the com-

18 July 2015 | EquipmentWorld.com

bination of sophisticated software and telematics has made the dealer and OEM role in this triangle more important since the dealer and OEM have the software expertise and the contractor does not.

Old school thinking In an email dialogue with fellow AEMP members, Larry LeClair, a

Resistance to OEM software copyright reflects, “the emotional attachment most people have for something they have bought, and uses old school thinking that it can last forever.” certified equipment manager (CEM) and fleet manager for AJ Johns in Jacksonville, Florida, wrote that the resistance to OEM software copyright reflects, “the emotional attachment most people have for something they have bought, and uses old school thinking that it can last forever.”

Today few contractors buy heavy equipment on emotion or with the intention of keeping it forever. A big bulldozer can cost a half-million

dollars or more. Decisions like these are not made except after serious financial consultation and study. And a big part of that calculation is the machine’s resale value.

Every contractor today knows the longer you keep a machine the more it’s going to cost you to run it.

The big leagues I understand the enthusiasm people like Wiens have for fixing and repairing stuff. If you work on cars in your spare time, nothing beats the satisfaction of doing a $50 repair on something the dealer wanted to charge you $500 for. This is fun. It saves money, but it’s a hobby, not a business.

The problem with the WIRED blog is that it applies a DIY/hobbyist mentality to a big, capital-intensive, high-risk business. A small contractor in this line of work may book $5 million a year in revenue.

That’s $100,000 a week, $20,000 a day. And that’s about as small as you can get and remain viable in heavy construction. When you wake up every morning knowing you have to complete $20,000 worth of work that day, when one machine malfunction could cost you thousands of dollars in lost revenue every hour that the machine is down, you don’t tinker with its software.

The OEMs have spent billions on software to run their machines.

The result: unprecedented gains in productivity, fuel efficiency, safety and emissions reductions. None of this would have happened without the patent and copyright protections Wiens would have us undo.

These aren’t video games and smart phone apps. This is the big leagues. And I think if Wiens talked to a few contractors they’d tell him they absolutely must have this functionality to remain competitive, and that they like their equipment and the software that runs it just fine.

UPTIME SHOULDN’T BE COMPLICATED. With SmartCare, it’s guaranteed.

Simplify fleet management with Volvo SmartCare.

Volvo SmartCare is a customizable dealer support program that simplifies fleet management and increases uptime by providing telematics reports, customized service agreements, fuel efficiency and uptime guarantees, and more. With SmartCare, smart business decisions just got easier.

Talk to a Volvo dealer today, or visit volvoce.com/SmartCare.

marketplace | by Amy Materson | AMaterson@randallreilly.com

DPF-FREE MACHINE

Bobcat’s newest 700 frame-size skid steer, the 74-horsepower S740, is also the company’s first Tier 4-compliant model in that size class. The S740 doesn’t require a diesel particulate filter, selective catalytic reduction or diesel exhaust fluid.

The non-DPF solution was achieved through the use of a diesel oxidation catalyst that reacts with engine exhaust upon contact, transforming combustion byproducts into water and carbon dioxide. An ultra-low particulate combustion engine has a specially designed engine combustion chamber that reduces the amounts of particulate matter created during combustion, eliminating the need for a DPF. The 8,730-pound S740 features a vertical lift path, 132-inch lift height to hinge pin and a 3,100-pound rated operating capacity.

As part of the M-Series line, which includes 11 other skid steer models, the S740’s 23-gpm hydraulic system delivers high standard flow and pressure for increased attachment performance.

An optional high-flow option is available that delivers 30 gpm.

The S740 has the cab-forward design included on all M-Series skid steers, allowing the operator to get closer to the attachment, and delivering excellent visibility in all directions. A large

EDI PI TOR’S CK

cab door opening that provides a view of the attachment, especially the cutting edge and corners of a bucket, also boosts visibility. Additionally, the windows are larger compared to older machines. This provides improved views of the tires and the back of the machine.

To boost comfort, Bobcat has pressurized the cab with a onepiece seal that goes all the way around the door and fits into a specially designed curved pocket, minimizing dust and dirt that enters the cab. Operators can choose between standard foot pedal hydraulic controls, the Advanced Control System or the Selectable Joystick Controls.

The S740’s design ensures quick and easy maintenance. The auxiliary quick couplers are mounted directly to the front plate of the lift arm for a solid mounting, and the hoses are routed through the loader arms for protection. The skid steer also has a redesigned cooling system, which increases efficiency, boosts machine performance and simplifies cleaning, while prolonging the service life of the machine.

EquipmentWorld.com | July 2015 21

marketplace | continued USER-FRIENDLY UPDATES

John Deere has updated three E-Series articulated dump trucks – the 370E, 410E and 460E – with a Tier 4 Final diesel engine and a new pressurized cab. The E-Series ADTs deliver 422, 443 and 481 horsepower, respectively, providing fast cycle times and boosting power and torque.

The trucks have a purposebuilt ZF transmission that includes eight forward and four reverse gears, as well as a high-capacity retarder for increased service brake life.

The hauler axles are designed for heavy-duty applications and have on-the-fly differential locks and outboard planetaries, and each axle is independently pressure lubed and filtered. Internal wet disc brakes use independent cooling circuits. The new cab is ultra quiet and pressurized to eliminate dust and noise. Features include push-button start, loweffort push-button controls, an air-suspension heated high back seat and a tilt/telescoping steering wheel. E-Series models have an updated 7-inch high resolution monitor to access onboard diagnostics, digital gauges and vital system indicators, and two ergonomically positioned sealed switch modules simplify operation.

An optional premium radio includes Bluetooth auxiliary input and satellite radio capability. Also, the operator can turn on the stairway lights with the push of a button from ground level. A standard integrated tire pressure and temperature monitoring system helps to maximize tire life and fuel efficiency, by alerting the operator if pressure drops by 10 percent. Further pressure decreases or overheating results in an audible warning as well as an email alert sent via JDLink.

22 July 2015 | EquipmentWorld.com

460E

410E

370E

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marketplace | continued FIVE MODELS TO CHOOSE FROM

TACKLE LARGE COMPACTION PROJECTS

Achieve specified densities on cohesive and semi-cohesive soils with Atlas Copco’s Dynapac CT3000 tamping compactor, which has production rates of up to 900 cubic yards per hour and is suitable for large-volume earthwork projects such as highways, dams and airport runways. The CT3000’s padfoot drums are mounted on rubber tires to effectively absorb impacts, minimizing wear on the drum and vibrations to the operator platform. The CT3000 is powered by a Cummins QSB 6.7 Tier 4 Final engine and has a 4-speed automatic transmission for all-wheel traction. The front oscillating axle works independently of the rigid rear axle and an optional strike-off blade, enabling the blade to work in a permanently level position and ensuring uniform soil distribution. The unaligned drums allow the rear drum to compact areas that have not been compacted by the front drum, allowing the compactor to cover a large area in fewer passes. Hydrostatic steering allows the operator to turn at 40 degree angles in either direction, and a turning radius of less than 21 feet provides maximum maneuverability. The operator station rotates 180 degrees and features a variable suspension, and the spacious platform has operator-friendly controls and a swivel seat. Safety features include two brake systems – a service brake with an independent double circuit that acts on all four drums and a parking brake that acts on the transmission.

24 July 2015 | EquipmentWorld.com

Atlas Copco has added five new models to its lineup of Essential CaseMounted hydraulic breakers. The small range breakers are designed to fit carriers weighting between one and 12 tons, and are suitable for small-scale construction and demolition applications. The EC 40 T, EC 50 T, EC 60 T, EC 70 T and EC 80 T have box-style mounting systems that eliminate the need to remove external fasteners to access components such as wear bushing and seals for maintenance. Atlas Copco says the expedited turnaround times for maintenance boosts usage rates, making the EC breaker attachments useful for rental applications. The breakers generate impact rates up to 1,600 bpm and have a high power-to-weight ratio.

Smooth operation is achieved through integrated features such as nitrogen-gas assist, which decreases the demand for hydraulic oil from the carrier’s hydraulic system and delivers consistently high impact energy. The breaker line features Atlas Copco’s VibroSilenced Plus system, which isolates percussion mechanisms from breaker boxes with polyurethane damping, and seals all attachment openings, ensuring the breakers can be used on noise restricted jobsites.

Heavy loads.

Uneven terrain.

Just an average Monday.

A Volvo VHD with the new I-Shift for severe-duty applications makes moving heavy loads in rugged conditions easier. The intelligent automated manual transmission keeps drivers in optimum gear. They’ll spend less time shifting and more time concentrating on the job at hand. With the I-Shift, you’ll see safer operation and greater productivity every day on the job.

Learn more: volvotrucks.us.com

i-Shift SD

Volvo Trucks. Driving Progress

marketplace | continued

THIS YEAR’S ACTIVITIES: FREE TRUCK PARKING

• Shuttle bus transportation to convention center • Showers provided by TA and Petro Stopping Centers • Food vendors and cooling tents

AVOID BACKHOE FLATS

McLaren Industries has expanded their Nu-Air solid cushion tire line to include rear backhoe tires. The Dirt Terrain tire is designed to handle off-road applications where aggressive traction combined with high stability is needed. The DT tire has deep tread lugs for a solid grip on sand, rocks or deep mud. The All Terrain tire is designed for backhoes used in a range of applications. A zigzag tread pattern delivers a smoother ride with less wear while traveling on hard surfaces such as asphalt or concrete, yet still provides good traction when off road. The tires use three layers of rubber compounds and multiple shock-absorbing relief holes to achieve durability and a smooth ride. Flat-proof technology eliminates the need for tire protection, and the extra weight of the tires lowers the machine’s center of gravity for added stability.

This pavilion will provide products, information, free services and education to assist you on the road to better health.

• Free health screenings • Cooking demos • In-cab fitness demos • Healthy food options • Health-related vendors

EDUCATION

• Free seminars produced by the Texas Trucking Association • Partners in Business workshops

RECRUITING PAVILION

• Expanded pavilion with more recruiters • Find your next job • Learn about fleet driver packages

OVERDRIVE’S PRIDE & POLISH

• Celebrating their 25th anniversary, Pride & Polish sets the standard for truck beauty contests • Enter your truck to compete at PrideandPolish.com and join the National Championship Series • Show trucks from across the country on display

QUIET CAB

Boost power while reducing fuel usage with Komatsu America’s PC210LC-11 hydraulic excavator, an all-purpose machine that has seven more horsepower than the model it replaces, while using up to six percent less fuel. Featuring a 165-horsepower Tier 4 Final engine, the excavator has three travel speeds, a new viscous fan clutch that improves cooling system efficiency while reducing noise levels and six work modes that match the engine speed and pump flow to the application. The excavator has a standard 9,634-pound counter weight that delivers improved over-the-front and overthe-side lift capacity. Cab features have also been improved, including reducing in-cab noise by two decibels and updating the LCD monitor with a new split display mode that shows both a rear camera view and key machine-gauge data at the same time.

Komatsu’s Closed-Center Load Sensing System provides quick response and smooth operation, and Operator ID allows viewing Komtrax data by job, application or operator.

26 July 2015 | EquipmentWorld.com

THE GATS THEATER

Stage hosting numerous sessions that will excite and educate: • Truckers Got Talent contest • Pride & Polish award presentation

RED EYE RADIO

• Daily meet and greets and celebrity appearances • Live performances at the booth • Prize giveaways and drawings

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Kay Bailey Hutchison Convention Center Dallas August 27-29, 2015

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marketplace | continued

HAUL COMPACT EQUIPMENT EFFICIENTLY

Transport lighter equipment efficiently with XL Specialized Trailers’ lightweight XL 80 low-profile hydraulic detachable gooseneck trailer. Rated at 80,000 pounds overall and 80,000 pounds in 10 feet concentrated, the XL 80 has an 11-foot-long hydraulic gooseneck and a design that offers a frontloading advantage. A five-position ratchet style variable ride height enables adjusting the neck height to adapt to various loads, and the short gooseneck ensures the main deck can accommodate long loads or multiple pieces of small equipment. The twoaxle lowboy is available in three options: a 44-foot, 6-inch overall length with 24 feet in the well; a 46-foot, 6-inch overall length with 26 feet in the well; or a 48-foot overall length with 27 feet, 6 inches in the well. The bucket well at the rear of the main deck is made from recessed cross members with a plate on the bottom, suitable for an excavator bucket.

The boom trough in the rear bridge also has a plate that enables a place for the arm to ride. The 32-degree rear bridge transition has traction aids for loading, and the 9-foot, 6-inch-long rear deck has a 40-inch loaded deck height and is prepared for a flip axle.

Standard features include 31-inch front flip ramps, 6 bent D-rings per side, chain drops, 12-inch swing-out outriggers on 24-inch centers and raised apitong decking. Optional bolt-on wheel covers are available as load bearing or semi-load bearing and can be removed to reduce weight when the covers are not in use. The trailer’s construction features four 14-inch-tall fully cambered I-beams and 8- and 4-inch stubbed junior I-beams on 12inch alternating centers. The main deck offers a 22-inch loaded deck height with 8 inches of ground clearance.

28 July 2015 | EquipmentWorld.com

COMPACT, QUIET PERFORMANCE

Experience fuel efficiency and reduced noise with the EC20D compact excavator from Volvo, which has a D0.9A Tier 4 Final engine that offers a 10-percent boost in fuel savings when equipped with optional auto engine shutdown. The excavator, which delivers 16.3 gross maximum horsepower, 4,107 foot-pounds of breakout force and 2,763 foot-pounds of tearout force, features a new automatic idling system that switches engine speed to idle if the controls are inactive for more than five seconds. The 4,300-pound machine has a 167.8-inch maximum reach, a 100.7-inch dig depth and 110.6-inch dumping height, in a compact package that has only 4.4 psi of ground pressure. Additional features include a roomy cab, excellent all-around visibility and intuitive controls that are ergonomically placed.

A high-speed travel switch is located on the dozer blade lever for fast backfilling, and a single-acting auxiliary button on the front of the right joystick ensures easy hydraulic breaker operation. The rear counterweight is made from a single piece of cast iron to boost impact resistance and shield components, and the dozer blade has a welded-on cutting edge for wear resistance. To simplify maintenance, daily service points are centrally grouped under the redesigned rear engine hood.

marketplace | continued VERSATILE TRAILER SERIES

Choose from three models with Thunder Creek Equipment’s FST Series trailers, which are available in 500-, 750- and 990-gallon diesel capacities with a 100-gallon DEF tank and an optional field-installed rear utility box. Designed for fuel and DEF delivery and field service, the trailers have a low profile and baffled fuel tanks that allow both on-road highway speed travel and off-road jobsite use. A closed-loop DEF delivery system features a two-in-one DEF pumping system with the poly tank nested into the trailer frame for a low center of gravity, high pump flows and auto shut-off. The trailers have 75 cubic feet of space in the front and pump enclosures for tool storage, as well as an additional 60 cubic feet available with the optional rear utility box. Hatchstyle doors allow unrestricted access to the pumping systems and control, and interfaces are positioned at operator height. A 25-percent stronger frame ensures the FST Series handles a variety of environments, and the trailers feature seven gauge steel and double-welded seams. Replaceable fenders and a rock guard provide protection from rock chips and damage. Options include a three-in-one welder, generator and air compressor; an auxiliary oil tank, a light tower and a tire kit.

EASY OPERATION

Wacker Neuson’s 2.5-ton RD 27 ride-on double drum vibratory rollers, which are powered by 37.5-horsepower Kubota diesel engines, feature a range of improvements designed to provide easy operation and boost visibility. A multi-function directional control lever has buttons for all vibration options and water on and off, enabling the operator to control all of the common functions of the machine without the need to remove his hands from the control. An ergonomically designed operator’s station includes an easy-to-read dashboard and control panel, and the display layout has a lighted pictorial including water and fuel levels, high and low vibration, front and rear vibration and water on/off. The roller’s tapered front frame allows for excellent visibility to the front drum, helping the operator align the drum during compaction as well as monitor water coverage. Designed for applications that include base and finish asphalt layer as well as granular subbase material compaction, the RD 27 is offered in two drum widths – the 39.4-inch RD 27-100 and the 47.2-inch RD 27-120, which weigh 5,470 and 5,950 pounds, respectively. Both models offer single or dual drum vibration and a choice of high or low compaction force – 15,599 and 16,860 pounds of centrifugal force for the RD 27-100, and 15,285 and 20,232 pounds for the RD 27-120.

The RD 27 models use hydraulics to adjust high and low force, allowing the machine to maintain peak horsepower in both settings. Additional features include tool free access to the water pump, water filter and water bars. No tools are need to flip up the bumpers to access the tie down points, water bars and lights, and all engine maintenance points are easily accessible from one side of the roller.

30 July 2015 | EquipmentWorld.com

Lawrence Merle, our 2015 Contractor of the Year, has a great story.

So do you.

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Our Contractor of the Year program honors the forward thinkers, high achievers and just plain good people in construction. These are the construction companies that get the job done right, on time and within budget. Their clients sing their praises, their vendors wish all clients were like them, and their workforce is dedicated and loyal.

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equipmentworld.com | May 2015

2015

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marketplace | continued LIGHT LARGE AREAS

Light large jobsites with Chicago Pneumatic’s CPLT M10 KD4 light tower, which delivers a high luminosity of up to 327,000 square feet. The CPLT M10 has a Kubota Tier 4 engine coupled with a Mecc Alte 6-kW generator, providing power for the tower’s four 1,000-watt metal halide lamps. A 30-gallon fuel tank ensures up to 70 hours of run time, and the translucent tank provides an instant view of the fuel level, eliminating the need for a separate fuel gauge. The light tower extends to a 31-foot height in seconds and rotates 360 degrees. Two outriggers and four leveling jacks provide stability on uneven worksites, and the compact size enables transporting up to 12 units on a single flatbed. Additional features include cold-weather start, a glow plug preheating system, lockable steel canopy and an automatic engine shutdown system feature. The easy-to-use tower has a control panel with running hour meter, as well as a 120 VAC duplex receptacle for powering external equipment. Hinged doors and a hinged top panel allow for easy access to all components for simplified maintenance.

LIGHTWEIGHT, WEATHER RESISTANT CONTROLLER

Leica Geosystems’ iCONstruct field solution, which enables fast interpretation of as-built structures versus design, now includes the 7-inch Leica iCON Controller CC80, a small, lightweight controller that provides outdoor visibility, and the enhanced iCONstruct field software v2.5. Responsive to touch, the CC80 Controller loads files faster than other controllers, according to Leica. The touchscreen has a weatherproof toggle mode, and the iCONstruct field layout is clean and straightforward. Leica’s iCON GPS 60/80 uses SmartLink to bridge accurate positioning whenever RTK is interrupted, and real-time design data ensure intuitive operation.

CHANGE THE MODULE INSTEAD OF BUCKET! REMU Crossover is a NEW concept for the attachment sector. Crossover is a bucket frame with an exchangeable work module.

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EquipmentWorld.com | July 2015 33

| TJackson@randallreilly.com

by Marcia Tom Jackson Gruver Doyle | MGruver@randallreilly.com contractor of technician of the the year year || by

Y

ou don’t find many young guys with college degrees working as heavy equipment technicians. But the Association of Equipment Management Professionals’ Technician of the Year Brent Schroder found out quickly that working on equipment is far more satisfying and lucrative than what he could be doing with his bachelor’s degree in finance.

Growing up in Michigan and Kentucky, Schroder learned how to work on heavy equipment and cranes

34 July 2015 | EquipmentWorld.com

from his father. After high school he enrolled in Murray State University but kept building his heavy technical skills on summer jobs with his current employer Traylor Bros.

In the summer of 2004 his first job with Traylor Bros. wasn’t exactly a mechanic’s dream. He spent most of that summer in Kentucky on the Mississippi River working for a subcontractor at $10 per hour, blasting, scraping and sanding old cranes and other equipment in preparation for repainting. To this day, Brent says, he still gets a sink-

AEMP Technician of the Year

Brent Schroder,

Traylor Bros., Inc.

THE

Small things that could become big problems – like this cotter pin – are replaced.

CHOICE

BETWEEN THE CUSHY LIFE OF A COLLEGE GRAD OR THE CHALLENGE OF WORKING IN THE FIELD WAS EASY FOR THIS HEAVY EQUIPMENT TECHNICIAN

ing feeling every time he sees a pneumatic sander.

But when the opportunity to work at a higher skill level came along, Brent was ready and paid attention to the people who could best mentor him. “I’ve been lucky to work with several people that really know what they’re doing,” Schroder says. “You can bounce something off of them and they help you figure it out and show you the shortcuts.”

Schroder graduated college in 2009 with honors. But when he looked around at what his friends with finance and business degrees were doing, what the entry-level

jobs were like and what working in an office was going to be like, he knew he had to go back to equipment.

So Schroder came on full time with Traylor Bros., working on equipment in New Orleans where Traylor Bros. is a joint venture partner to PCCP Constructors.

There, they are building flood protection that will keep future floodwaters from inundating New Orleans.

Training pays off Thanks to Traylor Bros. policy of having every employee go through two weeks of training a year, Schroder’s EquipmentWorld.com | July 2015 35

technician of the year | continued Although he works primarily servicing large crawler cranes, Schroder says he likes the variety.

“It’s nice working on a job like this or any kind of construction job because you’re never working on the same thing,” he says. “When you’re out there in the field working on stuff you don’t have any choice but to figure things out.”

Schroder visually inspects the entire length of the crane’s boom. skill set has rapidly evolved since he came on full time.

“One thing I always tell people about Traylor Bros. is that I really appreciate the opportunity to develop my skills through training and the hands-on opportunities to diagnose issues,” Schroder says. “This training and working with a wide variety of mechanics and superintendents at Traylor Bros. and the 36 July 2015 | EquipmentWorld.com

joint venture partners has led to my place in this organization today.”

Schroder is currently certified as an AEMP Equipment Manager Specialist (EMS) and holds certifications for four types of cranes from the National Commission for the Certification of Crane Operators. Additionally he earned Manitowoc’s Top Performer award in that company’s training school.

Praise from peers “Through his use of technology, Brent has set himself apart as a team leader in this field,” says Mike Watkins, John Deere customer support manager. “He does research during his off hours to make sure his information is the latest available to complete his tasks as efficiently as possible. Additionally, Brent shares his findings with his peers and supervisors creating a work environment of researchbased solutions. He has been able to diagnose difficult problems that stump even the pros,” says Watkins.

“He is very professional at what he does,” says Robert DeLouche, project manager at Traylor Bros.

“He is always looking at the equipment and the surroundings so that he can be proactive. He is always teaching other technicians.”

“I’ve known Brent since he was a young man in school and he was an impressive young man,” says Ed Martin, equipment superintendent at Traylor Bros. “He always impressed me as very industrious, very interested in learning, very savvy about computers. It didn’t bother him working late if he had to on a project.”

The prize The AEMP Technician of the Year award isn’t just backslaps and plaques. For taking the top spot Schroder was also awarded a jacket, a $500 scholarship and a large custom-built John Deere rolling tool chest. Deere has been a sponsor of the Technician of the Year program for 26 years.

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.

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technician of the year | continued “Technicians are the people who get us up and running in a hurry and make us all successful,” says Roger Mohr, director of corporate business division at John Deere Construction and Forestry. “They keep our machines and our customers going and are deserving of special recognition. The Technician of the Year initiative is our way of doing that,” he says.

“The job of an equipment technician is not only physically and intellectually demanding, it also tests a person’s character,” Mohr says. “Technicians deal with a lot of negative pressure. Nobody calls them until something breaks and then they’re thrown into a pressure cooker environment. The Technician of the Year Program is a way to recognize people who don’t get a lot of recognition. These individuals deserve our appreciation for 38 July 2015 | EquipmentWorld.com

their service to our industry.”

Thad Pirtle knows something about the value of the Technician of the Year award. In 1990 he was the second person to ever receive the award, and has since then gone on to become a vice president and top equipment manager at Traylor Bros. as well as a past chairman of the AEMP board of directors.

“Being tech of the year means a lot to a person,” Pirtle says. “It opens doors to opportunities that are difficult to quantify – opportunities to give back to your trade and your profession and to organizations like AEMP.”

Looking forward Having steered away from the cushy, college graduate life of cubicles for the rough and tumble of heavy equipment maintenance, does Schroder have any regrets? None at all.

Each AEMP Technician of the Year is awarded this custom built mechanics tool chest courtesy of John Deere Construction Equipment.

technician of the year | continued While his peers from college are unfulfilled with entry level jobs that barely tap into their potential, Schroder is at the top of his game, keeping tens of millions of dollars equipment running efficiently on what is perhaps the country’s most important infrastructure project.

And while this work sometimes requires 60 or 70 hours a week, Schroder has also managed to start a family. He owns a rental property and is stepping up to a bigger house for his wife and three young sons.

And rare in these days of under-employed college grads, Schroder likes what he’s doing and the company he works for. “They have a strong focus on safety which is another reason I value working with Traylor Bros.,” Schroder says.

“Our position on safety is second to none,” he says. “Everyone has a reason to work safely. Mine is my family. I owe it to them to come home the way I left every day.”

Record keeping is a big part of today’s crane inspection process.

REACH OUT AND CONQUER

To see it work visit Bobcat.com/Extend1

1.877.745.7813 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. | 1247-0

EquipmentWorld.com | July 2015 39

machine matters | by Richard Ries

Excavator sizEs

trEnd upward While excavators in the 20- to 25-metric ton class continue to lead sales, those in the 35- to 50-ton class are seeing a bump in volume.

Doosan

Doosan added a mass airflow sensor and exhaust brake to its existing diesel technologies to help meet Tier 4 Final emissions standards on its DX490LC-5. In conjunction with a variable geometry turbocharger these features also provide better fuel efficiency, higher torque levels, and faster engine response even at low rpm.

40 July 2015 | EquipmentWorld.com

I

t’s more ripple than tsunami, but there’s been an increase in sales of excavators toward the upper end of the midsize category. Why? No one’s sure. “It could be that there are more larger projects,” says Kurt Moncini, large excavator product manager for Komatsu America.

“It could be acceptance of Tier 4 Final technology. It could be aging fleet replacements. Ease of transportability may play a role. While there have been no huge changes in performance there has been an overall leveraging of machine intelligence, but that’s true of all size classes.”

Some of this shift may result from variations in the rate of recovery of markets, says Rob

Palermo, excavator product manager for North America with Volvo Construction Equipment. Buyers of 35- to 50-ton machines are in production, quarries and heavy and highway construction where government money has helped sustain the market.

Shane Reardon, excavator product specialist with Doosan Infracore, also cites a disparity in recovery rates of various markets as a factor. “The 20- to 25-ton class used to be one of the largest in volume but that has changed to the 35-ton class,” he says. “Markets that the 35-ton machines go into have recovered faster and are growing faster than the other size class markets. The single-unit housing market has been slow to recover while commercial construction and infrastructure have been faster to come back. Roads have to be fixed regardless of economic conditions.”

While Reardon thinks there will be no pullback in the market for 35to 50-metric ton excavators, he’s not sure whether that size class will continue to grow or merely plateau.

At least one expert says there’s been some retreat already. Mark Wall, excavator product marketing manager for John Deere and Hitachi, says that those companies’ 350 through 470 models are used extensively in pipeline work, which has softened in recent months as oil prices have fallen.

Even so, other markets continue to support sales, especially for the 35-ton machines. “Our 350-class machines are the biggest guns you can take to the fight,” says Wall.

“They provide the greatest productivity without special permitting for transport and for this reason we expect them to stay strong.”

Transportability is crucial as the demand for larger machines continues to grow, says Kevin Grover, large excavator platform manager for Sany America. He’s seen sanitary sewer lines put in at 30foot

EquipmentWorld.com | July 2015 41

machine matters | continued depths to avoid the costs of a lift station. He says the EPA, the Army Corps of Engineers and municipalities are requiring more and bigger retention ponds as development continues. “Because costs are closely watched, productivity is paramount and bigger excavators are in demand for these bigger projects.”

Utility appeal Grover says the bigger excavators aren’t just being used to dig but that the utility applications common to smaller machines are taking hold in the 35- to 50-ton class, as well. “It used to be you put a bucket on your excavator and it stayed there for the life of the machine. Now the take rate for attachments and tools in this category is increasing.” Hammers, shears, clamps and thumbs are especially popular and are becoming available in larger sizes to match the capacity of larger excavators. Grover has seen customers take the arms off their excavators and mount tools to the end of the boom to increase capacity and maximize tool size. “Customer appreciation of the flexibility of these machines is increasing, more by word of mouth than media or marketing.”

Jake Jeffords, excavator product sales manager for JCB, says manufacturers and dealers need to help customers get more tech savvy to get the full potential afforded by current models. “For example, our rental houses have always said the first thing someone asks when they call in is, ‘What horsepower do you have?’ While horsepower is important, the customer’s first considerations should actually be dig depth and transportability given their trailer and tow vehicle. Both manufacturers and dealers will have to do their parts to explain to customers why it’s important to think beyond horsepower.”

Features of Caterpillar’s new 335F compact-radius excavator include a quick-coupler circuit, an advanced tool control system to maximize its potential as a utility machine and a 7.1-liter Tier 4 Final engine with a highambient cooling package. The climate-controlled cab is sealed to minimize noise and includes power outlets for the operation and charging of electronics. On the company’s 336F XE, Grade Control and a new integrated payload system are standard.

Cat reports the 335F uses up to 16 percent less fuel than the 328D it replaces and can run on biodiesel up to B20. “The machine burns under 6 gallons per hour,” says Brian Stellbrink, excavator product application specialist for Caterpillar, “and it’s been validated on actual customer job sites using our Product Link telematics.” The 335F is among more than 100 machines in Cat’s new fuel consumption guarantee program, which gives participating contractors $1 back for every gallon 42 July 2015 | EquipmentWorld.com

Case

The CX350D is one of five new machines using the Case Intelligent Hydraulic System. The system’s four integrated control circuits coordinate hydraulic power with momentum and gravity to maximize performance and fuel efficiency.

Three work modes further enhance these characteristics.

Cat

The new Cat 335F L CR excavator delivers a 16 percent improvement in fuel efficiency compared to the 328D model it replaces. The compact radius machine is made for heavy work on congested jobsites. Equipped with 33-inch track shoes, the 335F L CR limits over-the-side tail swing to just 6 inches.

Sany

With a dual-pump, dual-circuit constant power control system, overall operating efficiency of the Sany SY365C is up 26 percent over the SY360C it replaces. Other features of the system include damping in the travel circuit, smooth and precise swing operation, and a quick circuit to improve arm speed and reduce fuel consumption.

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machine matters | continued of diesel their new machines burn above benchmarked rates (www.cat.com/fuelguarantee).

Beyond utility applications, the 335F brings another trait up from smaller machines – reduced tailswing – with over-the-side tailswing of just 6 inches. “The 335F is the largest commercially-produced compact-radius machine available today,” says Stellbrink. “It provides maximum productivity in tight quarters, as when working close to structures or loading trucks in the width of a single travel lane.”

Tier 4 Final – again Tier 4 Final is now in place and manufacturers of excavators continue to advise customers on its impact. Three things make Tier 4 Final a bit problematic. First, there is no single technology for meeting the standard, nor is there a single package of technologies preferred by all manufacturers. The hardware used varies from one OEM to another and often within a single OEM’s offerings. Second, specific operational and, especially, maintenance requirements for Tier 4 Final need to be followed. Third, some resistance continues among customers who are

JCB

Like all JCB heavy JS crawler excavators, the JS360 has a 7-inch full color multi-function LCD display that is easy to read in all light conditions. The monitor provides customizable home screens, allowing operators to display the information they require to work most effectively.

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44 July 2015 | EquipmentWorld.com

John Deere

The Ultimate Uptime package on Deere’s 350G LC includes pre-delivery and follow-up inspections, three years of JD Link telematics, machine heath prognostics, remote diagnostics and programming capability, plus the ability to customize the package with dealerprovided additional features.

reluctant to take on Tier 4 Final technology, although eventually they’ll have no choice if they want to update their fleets.

Jeffords understands that thinking. “Good or bad, the media and manufacturers have talked a lot about Tier 4, both the technology itself and all the acronyms that go with it. Rather than just talking about DPFs, DOCs and DEF, we as manufacturers need to explain how our technology will help our customers make money.” Jeffords says the fundamentals are simple. “Tier 4 Final needs clean fuel, clearcut maintenance, and an understanding of the unique requirements of the systems used on their specific machines.” He also says dealers must be diligent in helping customers to ensure Tier 4 Final works well for them.

“We need to help buyers understand that Tier 4 Final technology is not black magic,” says Moncini. “It’s almost business as usual with a few small changes to operation and maintenance.”

Chris Wise, sales operations manager with Link-Belt, points out that Tier 4 Final machines can be more profitable than their predecessors.

“As this equipment gets more sophisticated in

EquipmentWorld.com | July 2015 45

machine matters | continued meeting EPA’s final Tier 4 certification, the technology is driving down the daily operating costs to run a 35-tonner and I feel that’s one of the big reasons this size class is growing. Machines in the 33- to 35-metric ton class from a couple of machine generations ago used 9 to 13 gallons of diesel per hour to get big jobs done. Nowadays, our 350X4 uses under 7 gallons of diesel per hour, which is verified through our RemoteCARE telematics, and production capabilities have increased by 9 percent. That’s a game changer for our customers in this size machine.”

Above and beyond The curve of increasing sophistication of electronics has intersected nicely with the curve of emissions regulations and Tier 4 Final machines provide additional value beyond fuel savings that more than offsets the cost of Tier 4 Final systems. Case’s CX350D is one example. With an electronically controlled pump and multiple sensors, cycle times are reduced. Pre-launch testing showed an operator in a production environment could load nearly 6,900 additional trucks per year compared to the CX350C the D model replaces, depending on application and operator proficiency.

With electronic flow management, hydraulic fluid on the CX350D is redirected to a work function instead of having to go back to the tank before going to that work function. “These machines use the flow where it’s needed, when it’s needed,” says Philippe Bisson, brand marketing manager for Case. “One of the things we heard frequently during testing is that operators didn’t have to ‘wait for the boom’ as they went from digging to truck loading.” Bisson says that historically as hydraulic performance went up, so did fuel consumption and the machines became jerkier. “Our Intelligent Hydraulic System improves all three operational aspects – speed, fuel efficiency and smoothness.”

Another example of the benefits of current technology is Case’s optional light package. The package includes six lights: two each front and rear and one on each side. Illumination is similar to daylight and the output from the LEDs is about three times brighter than that of halogen work lights.

Although telematics have high potential to aid in equipment management, customers’ acceptance and usage has varied widely. To boost acceptance, most manufacturers offer a free telematics subscription with new machines. Link-Belt’s 350X4 comes with three years of RemoteCARE telematics standard. “RemoteCARE allows remote monitoring of location, operation time, idle time, fuel and DEF consumption, periodic maintenance service intervals, system warnings and other information,” says Wise. “Customers can also set up 46 July 2015 | EquipmentWorld.com

Hitachi

Compared to its predecessor, Hitachi’s ZX470LC-5 has more horsepower and optimized hydraulics resulting in greater arm- and bucket-digging forces.

Komatsu

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Komatsu’s KOMTRAX provides tracking of machine performance by individual codes. Those codes can be assigned to a number of parameters including operator, application, job location, or shift.

Electronics come into play before the customer ever takes delivery of a new excavator in the form of sophisticated manufacturing and testing procedures. Volvo, for example, uses advanced welding techniques and ultrasonic testing which, combined with frames of high-tensile steel, booms with large cross sections, heavy-duty X-frame undercarriages, and other design features, allows them to offer a lifetime frame and structure warranty on their machines, including excavators.

So what’s the future of 35- to 50-ton excavators?

“Customers are savvy and know how to get the best return on their investments,” says Wall. “The 350 class especially offers excellent productivity, a full complement of standard features, the flexibility to dig, load and place materials, all while retaining relatively easy transportability. These are the reasons this class, and especially the 35-ton machines, will remain popular.”

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RAP and RAS: road science | by Tom Kuennen

At Tri-County Asphalt Materials, Youngstown, Ohio, a front-end loader feeds raw RAP from the stockpile to a mobile impact crusher, which reduces it to standard gradations, adding value to raw material.

50 July 2015 | EquipmentWorld.com

Photo: Tom Kuennen

Photo: Tom Kuennen

WHERE IS THE PAYOFF?

End users of reclaimed asphalt pavement (RAP) and recycled asphalt shingles (RAS) in asphalt mixes – both contractors and government agencies – are benefiting from the lower raw material prices that the bituminous and mineral reclaimed products bring to the table. Those components – which are 100 percent recyclable – replace virgin materials used in asphalt mixes, whether hot, warm or cold.

A

nd while use of RAP now requires processing, testing and separate stockpiling to a degree not done when it first came to market – adding costs for the asphalt producer – the enhanced control over RAP’s composition means it can be used reliably in larger amounts in mixes with predictable results.

It wasn’t always this way. Beginning in 1970s, when extensive use of RAP came into use, skyrocketing crude oil prices first drove acceptance of RAP as a way to lower the per-ton cost of hot mix asphalt.

At that time, the price of hot mix asphalt soared during the Arab oil embargo, while sophisticated cold milling equipment came on the market. The aggregates contained within the new flow of RAP were permitted, shot, crushed, screened, tested and transported, saving the ultimate user enormous amounts of money in the cost of virgin aggregates.

Also, up to that point, demolition RAP from construction projects had been landfilled, incurring tipping costs and using up landfill space better suited for refuse; now RAP could be reused as an industrial waste material.

“Over the years, contractors

generally stuck with having one stockpile of recycled material and feeding anywhere from 10 to 25 percent RAP into the mix,” says the Asphalt Pavement Association of Michigan in an analysis. “This produced significant cost savings, and the industry was content to remain at this level of recycling.”

A big bonus But there was an added bonus to RAP used as virgin aggregate replacement: the RAP also contained a residual amount of asphalt enveloping the aggregate particles.

A controversy then followed over whether RAP was just a “black rock,” or whether there was value locked into that bituminous coating.

The characteristics of this residual asphalt were studied and quantified, and soon RAP was assigned a value. That included the degree to which the residual asphalt allowed a reduction of liquid binder added to an asphalt mix.

However, the quantification of residual binder now required that RAP be tested, and asphalt producers got into the game of processing RAP into consistent sizes and testing those gradations for asphalt content. Gone are the days of RAP as just a recycled aggregate; now, RAP

producers create separate stockpiles containing particular particle sizes, and blend the RAP in stockpiles to ensure a consistency that can be dialed into an asphalt mix design.

Shingles enter market As RAP use increased, reclaimed asphalt shingles (RAS) were also found to be beneficial. Like RAP, RAS contains asphalt and mineral components – with the added benefit of fibers – that can be used in pavement mixes.

But the native asphalt in RAS is a much stiffer variety: the asphalt is “air blown,” or purposely oxidized to increase its softening point and decrease its penetration. This is done to keep the asphalt stiff and solid on a hot roof. That may be good for roofing materials, but it is much stiffer than liquid asphalt binder and has to be accounted for in the design when RAS is added to an asphalt mix.

While an asphalt producer or contractor may receive, store and process RAP in his yard using crushing and screening equipment in-house and thus saving money, RAS nearly always is processed by an independent supplier. This supplier reduces the shingles to a small gradation that will react more efficiently in a mix.

The supplier certifies that the material meets state specs and also sorts, grinds and tests the RAS to make sure it does not contain asbestos, wood scraps or metal and is kept separate from pre-consumer (manufacturer waste) shingles.

Valuable commodity That these recycled materials have great value is beyond question.

The 4th Annual Asphalt Pavement Industry Survey, released October 2014 by the National Asphalt Pavement Association and sponsored by the Federal Highway Administration, shows significant growth EquipmentWorld.com | July 2015 51

Photo: Tom Kuennen

road science | continued

in the use of RAP, RAS and warm mix asphalt technologies from 2009 through 2013.

“The asphalt industry remains the country’s number one recycler by recycling asphalt pavements at a rate of over 99 percent, and for the first time all (100 percent) contractors/branches report using RAP in 2013,” the survey says. The average percentage of RAP used in asphalt mixtures has increased from 16.2 percent in 2009 to 20.0 percent in 2013, and that year the estimated RAP tonnage used in asphalt mixes was 67.8 million tons.

“Assuming 5 percent liquid asphalt in RAP, this represents over 3.4 million tons (19 million barrels) of asphalt binder conserved during 2013,” the report says. “The estimated savings at $600 per ton for asphalt binder is $2.04 billion.”

52 July 2015 | EquipmentWorld.com

Use of both manufacturers’ scrap and post-consumer asphalt shingles used in asphalt mixes increased 135 percent since 2009 to more than 1.6 million tons in 2013, according to the survey. “Assuming a conservative asphalt content of 20 percent for the RAS, this represents about 320,000 tons (1.7 million barrels) of asphalt binder conserved,” NAPA reports. “The estimated savings at $600 per ton for asphalt binder is $192 million.”

The Asphalt Institute (AI) is on record saying the components of RAP have value – particularly true of the asphalt binder – and that the residual asphalt can reduce the amount of new asphalt binder in a mixture. A mix with 20 percent RAP bearing five percent asphalt content can result in a one percent savings in new asphalt binder, AI says.

Extraction of raw reclaimed asphalt pavement; modern cold milling machines lower cost of RAP production via higher productivity.

Intangible values Moreover, there are intangible benefits to use of RAP and RAS in pavements. A variety of “green” calculators are available that will help agencies and engineers determine the degree of environmental sustainability a road project will have.

These externalities don’t figure into the per-ton cost of asphalt containing RAP or RAS, but they are important as government agencies figure the environmental impact of road construction into the total package. A project’s content of recycled materials – and future recyclability in reconstruction – may figure in the choice of whether an

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Adding value to RAP The sizing of RAP will help to refine its use in HMA, says the Asphalt Pavement Association of Michigan. “Having two or even three different size stockpiles of recycled material means greater flexibility in designing mixes for specific applications.”

For instance, in finer surface 54 July 2015 | EquipmentWorld.com

Table 1: From 4th annual survey of RAP and RAS use, estimated average RAP contents in asphalt mixes, all 50 states.

Photo: NAPA

agency specifies asphalt or portland cement concrete pavements.

A life-cycle assessment (LCA) quantifies the impact of a road project on the environment by assessing products such as energy consumed or carbon emitted. In 2012, the National Center for Asphalt Technology (NCAT) Pavement Test Track constructed the “Green Group” experiment, which was designed to reduce not only the lifecycle cost of a pavement structure, but also the impact of the pavement on its LCA. Recycled materials like RAP, ground tire rubber, and RAS in conjunction with warm mix asphalt were tested.

At NCAT, LCA software was used to analyze on these materials and the construction phases of four newly constructed test sections, and compare them to a virgin asphalt mixture produced hot.

“Using recycled materials to replace virgin aggregates, asphalt will reduce both the energy consumed and CO2 produced during raw material extraction and processing,” says Dr. J. Richard Willis, NCAT associate research professor.

“Additionally, using the combination of recycled materials and local materials reduces energy required to transport raw materials and the asphalt mixture.”

Thus mixes containing both RAP and RAS have become permanent components of environmentally sustainable road construction, and RAP is used extensively as a base material as well.

Photo: NAPA

road science | continued

Table 2: From 4th annual survey of RAP and RAS use, use of RAS in asphalt mixes, all 50 states.

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road science | continued mixes, an increased amount of fine RAP can be employed, whereas a greater fraction of coarse sized RAP can be used in large stone mixes. “Like any other material in HMA, RAP should be engineered into the mix, not simply dumped,” it says in an analysis.

Understanding the asphalt content and gradation will help the mix designer integrate the recycled material in the right proportion and adjust the virgin materials. “If used in large quantities, it may be advisable to extract and test the binder to see if it is highly oxidized and brittle,” APAMichigan says. “If it is, then the virgin asphalt may be decreased by one grade to ensure that the resulting mix is not brittle.”

That is, if a mix using all virgin materials has a required binder content of 5.5 percent, then a

30 percent RAP mix, where the RAP contains 4 percent asphalt, will reduce the amount of liquid binder by 1.2 percent. This means you could reduce the quantity of liquid asphalt by 22 percent.

The payoff: “On 10,000 tons of HMA, this means a reduction of 120 tons of liquid [asphalt cement]. At $250/ton, this works out to a savings of $30,000,” APA-Michigan says, adding “the savings with RAP go beyond just the savings on liquid asphalt; the aggregate in RAP provides just as much, if not more, money in your pocket.”

High RAP content mixes may pose special problems in terms of workability and compactability.

While this may be aided somewhat by the use of a reduced PG grade of virgin binder, modifiers that improve workability at high temperatures may be indicated.

Processing RAP A northeast-Ohio asphalt producer is optimizing its use of RAP by processing it into consistent sizes, which are stockpiled and used as needed in commercial and DOT mixes.

Tri-County Asphalt Materials, Youngstown, Ohio, operates a 160,000-ton-per-year batch plant, from which it serves predominantly commercial customers with a variety of mixes on demand, a la carte.

“We use this plant to make different mixes for our customers throughout the day,” said Chuck Royer, plant manager. “We run recycled asphalt 20 percent in base, and 15 percent surface courses, and otherwise use limestone from a quarry 20 miles south.”

Consistency of RAP feed is paramount for mix production, Royer said. “It’s very important, especially with state work,” he said. “We

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have to make sure what they’re getting in the mix is what’s called for in the mix design. In order for us to do Ohio DOT work we have to make blended piles. Because the material comes from so many sources, our impact crusher helps us process large amounts of RAP while still knowing the gradation and AC content via test samples.

With this machine we have a lot more consistency than we did prior.”

To upgrade RAP production, TriCounty acquired a mobile impact crusher that replaced a rented crusher/screen and a small in-line crusher mounted in the recycle system. “We had problems with that small crusher,” Royer said. “It was wearing out and would plug up on us. We did a lot of maintenance on it.”

In addition to that small in-line RAP pugmill, Tri-County had the rented crusher/screen brought in

to pre-crush RAP in advance of that in-line crusher. “We’d rent a crusher/screen to process RAP, but we’d still have to run RAP through the in-line crusher,” Royer said.

“That was an added cost.”

“The impactor saves us a lot of labor,” said Rick Vernal, president, Tri-County Asphalt Materials. “Now, we have one guy feeding one piece of equipment, and the same guy pulling out a finished product. We’re only handling the product once. That compares to before, where we’d have two to three guys. They’d run RAP through the rented crusher, then through the screen, then through the crusher and back through a final screen. It was a lot more work.”

The new impactor gives more flexibility in feed sizes, Royer said.

“It lets us accept blacktop driveway tear-outs of all sizes,” he said.

“In the past we were limited to 6-inch-diameter down. The in-line crusher was good only up to 20 tons per hour, and when material was damp it would tend to plug up. Rubber or crack sealants in the feed also would bind it up,” Royer said.

The final product out of the crusher is a minus 9/16-inch top size, down to dust, while the prescreen removes a little bit bigger material, a minus 3/4-inch down to dust. “That it’s prescreened means we don’t have to send all the fines through the crusher,” Royer said.

“Basically we filter or screen out the fines beforehand. Once everything goes through the crusher and passes the screens, the RAP will be 9/16 down to dust. Eventually the 3/4-inch will be run through the plant and crushed to 9/16-minus size. We use the 9/16-inch in every mix we make.”

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ELCs:

maintenance | by Tom Jackson | TJackson@randallreilly.com

E

xtended life coolants (ELCs) started gaining traction in the heavyduty trucking and construction equipment industry about a decade ago.

These coolants are so good they can in many cases last the life of the engine: 12,000 to 15,000 hours for off-road equipment, 600,000 miles for heavy-duty diesel trucks.

Some claim even longer.

For most OEMs today ELCs are the factory fill for new equipment and trucks coming off the assembly line. But fill it and forget it?

That would be unwise, possibly even catastrophic.

Even if your coolant is in perfect shape, your cooling system will not always be. Hitting those long term milestones may take five to 10 years. That’s a lot of

Long life – yes.

Maintenance free – no.

time on any machine and a lot of time for something mechanical to go wrong and impact the cooling system indirectly. And every single person who touches the machine – operators, drivers, mechanics – introduces the possibility of human error.

“No system should be unchecked,” says Dr. Peter Woyciesjes, worldwide RD&E manager, coolants, for Prestone. “Constant maintenance and care must be given to all systems, including the coolant system to make sure the coolant level and concentration is maintained,” he says.

Checking levels How often should you check coolant levels with ELCs? The same as you should with conventional coolants. Every day, or at

least every time you fuel up, says Dr. Aleksei Gershun, technical fellow at Prestone.

With either type of coolant your system may lose up to 10 percent of its fluid per year, Gershun says. Every cooling system leaks a little. A 10 percent loss could introduce air into the system and damage the engine. “As soon as you have air in your system, you will have a problem,” Gershun says. “It doesn’t matter what type of coolant.”

The solution is simple. Make sure the operator checks the level at the start of the day or that the fuel supplier checks at the end of the day. The time it takes to twist off, look at the fluid level and reinstall the radiator cap is cheap insurance compared to a blown engine.

For heavy-duty diesel coolants the Technology Maintenance Council suggests red for ELCs, yellow for nitrite free, and green for conventional coolants. But not all coolant manufacturers follow the guidelines.

EquipmentWorld.com | July 2015 59

maintenance | continued Scheduled maintenance The next level of observation for ELCs should be anytime you have the truck or machine in for scheduled maintenance, says Dan Holdmeyer, industrial and coolants brand manager, Chevron.

That could be anytime the equipment is in for an oil change, or at least every six months, he says.

The mechanic should check for leaks, make sure the coolant level full and check the glycol concentration. “Glycol is not very stable, whether it’s in old or new technology,” says Holdmeyer. “When it’s exposed to the air it tends to degrade pretty quickly. We recommend every six months doing a concentration test, ideally with a refractometer, which will get you to within one or two percent.

They’re easy to calibrate and easy to maintain.”

Holdmeyer also recommends mechanics check the color and clarity of the fluid. If you see a lot of brown or rust, that could indicate mechanical problems or the fluid could be getting burned.

Going the distance Claims of ELCs lasting 20,000 hours off road or a million miles on road are not unheard of.

“We almost don’t know how long it can go because when we test trucks at 600,000 miles we still see 90 percent of the coolant additive remaining,” says Stede Granger, OEM technical manager, Shell Lubricants. “When you get that far out, it’s hard to say what is a lifetime coolant. But we fully believe the coolant has the capability to last the life of the engine.”

There are two caveats, however.

One is the aforementioned maintenance – daily checks and regular PMs. The other requirement is to check for nitrite and additive levels at the OEM-recommended levels or levels recommended by 60 July 2015 | EquipmentWorld.com

COOLANT DIFFERENCES

Mineral layer insulates against heat transfer

CONVENTIONAL COOLANTS

With conventional coolants a mineral based layer builds up on the inside of your cooling tubes to prevent corrosion.

Absence of coating improves heat transfer

EXTENDED LIFE COOLANTS

With ELCs there is no build up on the inside of your cooling tubes. This improves heat transfer and reduces additive depletion.

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maintenance | continued the coolant manufacturer.

Nitrites protect the cylinder liners from cavitation and ELCs are less prone to nitrite depletion than conventional coolants. But many coolant manufactures will not guarantee the quality of your fluid unless you check the nitrite and additive levels at around the midpoint in its life and adjust levels if necessary. A good coolant vendor will have test strips and/or sampling kits that enable you to do this.

Color confusion When ELCs were first introduced, the Technology Maintenance Council recommended that these fluids be colored red or pink to distinguish them from conventional coolants, most of which were colored green.

It was also recommended that nitrite-free coolant formulations be colored yellow.

However, not every manufacturer followed the recommendation and you should not use the fluid’s color

as a guide. Set up protocols within your shop so that all your mechanics and techs know or can easily find out the brand and the type of coolant being used. Top off or replace coolant with the same product. If your operators occasionally top off as well, make sure they know to use the right coolant.

If you open up a radiator and see a muddy, brown looking fluid, it’s possible that somebody poured the wrong type of coolant into the system and mixed two colors causing the brown color. If so you’ll need to test the fluid to see if you have a cooling system problem or how much of the desired coolant has been diluted.

In an emergency you can top off a system running ELC with a conventional coolant or vise versa. They both contain water and propylene glycol or ethylene glycol. And most experts agree that it’s better to run full temporarily with a mixed coolant formula than to run low. But once

you get to the point of 20 percent dilution, the effectiveness of both coolants can become compromised.

You won’t have the full benefit of the point-of-corrosion protection ELCs offer and you won’t have enough solid additives to coat the inside of your radiator with a protective barrier.

You’ll also want to check your OEM specs to see if your machine or truck calls for a nitrite-free coolant. These are often yellow in color, but as with the other colors that’s no guarantee. Nitrite-free formulas evolved to better serve modern engines with higher output and aluminum radiators, says Granger.

They provide better heat transfer compared to conventional coolants and are compatible with other long life coolants, he says.

Partner with a good provider Regardless of the coolant you choose, if you are using it in heavyduty trucks or construction machines you should partner with a provider

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who can offer technical expertise and a high level of services. “Not everybody who sells coolants has the ability to offer those services,” says Gershun.

A reputable supplier should be able to provide test strips for pH, nitrite and carboxylate levels; sampling services and additives for replenishment if they’re necessary; and consulting services.

They should also have the expertise to know your equipment and the OEM coolant requirements.

These services are typically part of a package you buy with the coolants.

“They may have a price associated with it, but those prices are a minimum compared to losing a piece of equipment,” Gershun says.

How ELCs work Up until the introduction of ELCs, all coolants worked pretty much the same way. The water running through the radiator helped dissipate engine heat. The propylene glycol or ethylene glycol protected against boiling or freezing and additives in the coolant protected the inside of the radiator against corrosion.

“The old silicated coolants prevented corrosion by laying down a film on the parts and creating a mechanical barrier to corrosion,” Granger says. You get protection, but at the cost of a slight reduction in heat transfer.

ELCs on the other hand use what the industry calls organic acid technology (they’re sometimes called OAT coolants). With these formulas corrosion protection only happens at the site of the corrosion. “The additive is electro-chemically attracted to the site of the corrosion,” Granger says. “If only a few molecules of the corrosion inhibitor are needed to prevent that site from corroding, then only a few molecules go there.”

The end result with ELCs is that there is no layer of mineral build up inside your radiators and the additives almost never deplete to the point where they need supplementation. Cut open a radiator that’s been running on ELCs and you’ll see bare metal on the inside. Cut open a radiator that’s been running on conventional coolants and you’ll see a mineral coating.

The advantage here is that the clean, bare metal of the radiator using ELCs does a better job of exchanging heat with the outside air. “You get much better heat transfer because you don’t have that protective layer in there,” says Holdmeyer. So the radiator is more efficient and keeps your engine cooler. There is anecdotal evidence that engines run 10 to 15 degrees cooler using ELCs, he says.

Another benefit is extended water pump life. The solid additives in conventional coolants are somewhat abrasive. Over time they wear out the impellers and seals on a water pump.

With ELCs you don’t have these abrasive additives and water pumps last up to four times longer, Holdmeyer says.

EquipmentWorld.com | July 2015 63 Untitled-16 1

5/18/15 3:19 PM

highway contractor | by Chris Hill

| ChrisHill@randallreilly.com

ROADWAY REINFORCEMENT: Geosynthetics require attention to project design and installation

A

failed pavement isn’t a welcome sight, particularly during our current uncertain transportation funding.

So it’s increasingly important that road builders use methods that can allow roads to be built faster, stronger and be made to last longer.

Using geosynthetic materials is one way of prolonging pavement.

These come in two primary forms: a geogrid, which locks in aggregates and materials in the sub-base and base levels, or a geotextile, which is used closer to the surface pavement level and channels away water as it seeps through the pavement.

These uses have helped cut down the overall cost of projects in which they’re used, have saved contractors labor and time and have extended the life of pavements by a couple of years by some estimates. But geosynthetics aren’t a panacea, especially if they are not used and in-

The Alaska Department of Transportation used TenCate’s Mirafi H2Ri geosynthetic on a portion of the Dalton Highway near the Sukakpak Mountain. The material was used to wick away moisture to limit damage from frost heaves, a common problem on the roadway.

stalled properly. Above all, matching the material to the application and design is the primary way of ensuring a good result.

Project design Marco Isola cautions that geogrids don’t work every time. Isola, the regional technical project manager and paving and soil stabiliza-

tion specialist for geosynthetics manufacturer Maccaferri, says it’s imperative that a geosynthetic is properly matched with the conditions in which it will be used, particularly in soil stabilization.

“There’s not one single product that always works for everything,” Isola says. “Depending on the type of soil, one type of material will EquipmentWorld.com | July 2015 65

highway contractor | continued work better than another type of material,” For example, if you’re in Florida, most of the cracks are top down cracking, developing from the top and going towards the bottom. “So if you place the geogrid at the bottom, and the cracks develop at the top, what’s the point of using a geogrid?,” he asks.

Proper product use then comes back around to design.

“It’s a topic that many universities are still studying,” Isola adds, saying that there’s disagreement at industry conferences and in written papers as to whether this type of reinforcement works. “Crack propagation is not fully understood,” he comments. “Most of the studies say it really works, but some studies say no, it doesn’t really work.”

Isola says the key layer in pavement isn’t the asphalt layer, but rather the base, much like the foundation of any structure. If there’s a solid, well-built base, then a pavement will last longer. That asphalt layer, he explains can always be milled or replaced, and small cracks on the face is simply minor maintenance. But doing a complete rehabilitation is going to cost much more in the long run, in materials and especially labor.

“If you have problems underneath, that’s going to be a serious problem,” he adds. “The big savings are in the base or sub-base, and that’s where geosynthetics perform very strong.”

Isola adds that many contractors he talks to say their goal is to give a road agencies a better and longer lasting pavement. “They say ‘if we can guarantee two or three years more compared to competitors, that’s a plus for us.’”

If there are pavement failures after using geosynthetics,

Woven geosynthetics, such as TenCate’s Mirafi RSi series used here in Washington State, are used for subgrade stabilization.

Most common uses for geogrids Geogrids are the primary workhorses of geosynthetics in road applications. They can cut down on the amount of aggregate needed and help in creating a solid base upon which longer lasting roads can be constructed. Brian Gee, director of marketing for Tensar, says there are four main uses for geogrids: Subgrade conditions Contractors have several options when subgrade soil can’t meet proof roll or compaction requirements, Gee says. “These include excavation and replacement of the poor soils, chemical treatment of the subgrade, waiting for the soil conditions to improve (assuming the problem is excessive moisture from precipitation), or the use of geosynthetics.” A geogrid, he says, can offer the least expensive and fastest solution.

An example he cites is a widening project of Interstate 87 in New York with saturated and “silty” soils. “The contractor used (Tensar) TriAx Geogrid to dramatically reduce the quantity of subgrade excavation, reducing the cost of addressing the subgrade issues by approximately 65 percent,” Gee says.

Time Geogrids save time because they allow contractors to use less conventional material, thereby requiring fewer delivery trips and fewer installation hours.

“One example of this was a project on Wilson Road in Fort Knox, Kentucky, where a project that was already underway, and subject to a tight construction schedule, faced a design change that would have required a significantly thicker pavement section,” he says. By using a geogrid, the contractor was able to maintain grades and keep the project on schedule.

Cost Outside of cost savings from fewer labor hours, geogrids allow for thinner, stabilized pavement designs with the same traffic capacity as conventional designs.

“An example of this was a project on Carroll Canyon Road in San Diego, California, where the city was able to reduce the thickness of the pavement section by 6 to 8 inches using our geogrid.”

Working around utilities “Many road projects, particularly widening projects, have to deal with utilities located in the right of way,” Gee says. “Relocating utilities can be costly and time consuming, and can add financial risk to the contractor.” He adds geogrids allows contractors to build thinner pavements that don’t require as deep excavation as conventionally needed. Gee’s example involved widening of 1st Avenue in Chula Vista, California, where the existing utilities were left intact during construction.

66 July 2015 | EquipmentWorld.com

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Hammers/She eers/C arsom

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2014-2015 MORE TH DIFFE AN 40 REN MACHINE T ORGANIZTYPES

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To order copies of the 2014-15 Equipment World Spec Guide, simply fill out the form below and fax it to (205) 349-3765 or call 1-800-633-5953, ext. 1173. The cost of the print version is only $49. Go to www.SpecGuideOnline.com.

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Equipment World Spec Guide

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pact Loa Bac der kho s e LoaExc derava s tors/SWh hovder elss/Toolcar rie Crarswler Doz Scr ersMotor Gra der

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Fax this form to (205) 349-3765 to order your copy today!

Or mail to: Equipment World 2014-15 Spec Guide • P.O. Box 2029 • Tuscaloosa, AL 35403-2029

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

Includes current specs on: • air compressors • skid steers • compact utility loaders • backhoe loaders • excavators • wheel loaders • toolcarriers • crawler dozers • scrapers • scraper haulers

• motor graders • off-highway trucks • trenchers • directional drills • hammers/shears • asphalt and concrete pavers • cold planers • compactors • lasers • GPS systems.

highway contractor | continued it’s usually due to installation problems, Isola says. “If installed properly and designed properly, it’s something that really works. The material is what it is – it’s not rocket science. Neither is installing it rocket science.”

Product type Brett Odgers, director of roadway reinforcement for TenCate, says that product confusion – with so many geosynthetics looking similar – can also lead to installation and

Geotextile manufacturers provide their products in varying available widths. This project near Issaquah, Washington, used 17-foot-wide rolls of TenCate’s Mirafi RS580i woven geotextile.

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.

68 July 2015 | EquipmentWorld.com

performance problems because of contractor misuse.

“The confusion always is that almost all geosynthetics are black, so geogrids and geotextiles all look alike, so sometimes they don’t know,” he says. “There are a lot of different products and they all are made a little bit differently and have different strengths and weights. Some of the stronger products are typically used for reinforcement, others for erosion control.”

As a hypothetical example, Odgers describes a scenario in which an engineer may favor one product over another, and then design a project requiring reinforcement with that specific geosynthetic matched to the project.

This makes perfect sense to the engineer, but that message might not make it to the contractor. “The contractor might not really un-

derstand the differences between this product and other products he’s used in the past. Sometimes you’ll see the contractor end up using a lesser product thinking it can work as a substitute. Then it doesn’t work properly.”

And why would a contractor not use the designated product? The common answer might be cost, but Odgers says it could just be convenience. “Maybe it’s a small project and a contractor has something sitting in his yard left over from a past job and he says, ‘Oh I’ve got some geogrid or geotextile already, I’ll just use this.’”

But another scenario could just be inattention to the precise specifications needed. “An engineer will design the thickness of the aggregate, for instance, for the pavement, and it’s very specific on how much you can reduce that aggregate to the geosynthetic

that they specify,” he says. “If you trade it out with something else, that’s when you’re going to see possible failures of your roadway.”

Contractors are becoming more interested in educating themselves about geosynthetics, Odgers says.

“The biggest thing is (for contractors) just to contact the different companies to make sure that whatever they’re using is going to meet the specification.”

And as the use of geosynthetics becomes more widespread, manufacturers are also producing better performing materials.

“The old woven geotextiles came from the carpet backing industry,” Odgers says. “They really weren’t designed for roadways. So now we’re designing products around those applications so that you get better performance – longer lasting and cheaper roads.”

EquipmentWorld.com | July 2015 69

Lawrence Merle, our 2015 Contractor of the Year, has a great story.

So do you.

One way to make sure it gets told is to become one of our 2016 Contractor of the Year finalists.

Our Contractor of the Year program honors the forward thinkers, high achievers and just plain good people in construction. These are the construction companies that get the job done right, on time and within budget. Their clients sing their praises, their vendors wish all clients were like them, and their workforce is dedicated and loyal.

®

equipmentworld.com | May 2015

2015

CONTRACTOR

YEAR

of the LAWRENCE MERLE

Sound like your company?

Then it’s the perfect candidate to become one of our 12 Contractor of the Year finalist firms in 2016.

GENESEE CONSTRUCTION SERVICE DANSVILLE, NY

Merle’s commitment to quality and integrity, combined with a passion for philanthropy, allows him to rise to the top of his field

P.24

Our finalist representatives receive a free weekend at the exclusive Wynn resort in Las Vegas.

Plus you will be Caterpillar’s honored guest at the Las Vegas NASCAR race next March – complete with pit tours, driver appearances and VIP tent hospitality.

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Sponsored by:

quick data | by Marcia Gruver Doyle

Wheel loaders

|

MGruver@randallreilly.com

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

Top financed new wheel loader* Cat 938K, 687 units

Auctions Wheel loader auction prices, 2010-May 2015 $120,000 $115,000

$

$110,000 $105,000

Average:

99,749

Other top selling machine: Deere 544K, 446 units

$100,000 $95,000 $90,000

109,083

Low: Sep. 2014

2010

2011

2012

$

Cat 980G, 180 units

81,563

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

Current: May 2015

2013

2014

May

Jan.

Sep.

Jul.

79,661

Apr.

$

Jan.

Jan.

Oct.

Jul.

Apr.

Jan.

Oct.

Jan.

$35,000

Jul.

$40,000

Apr.

$45,000

Jan.

$50,000

Oct.

$55,000

Jul.

$60,000

Apr.

Auction prices for the top 10 models of wheel loaders had a small spike in January of this year at $90,544 but have steadily decreased since then, with May 2015 recording a 5-year low of $79,661. During the past 5 years, the average auction price for these models was $99,749.

$65,000

Oct.

$70,000

Jul.

$75,000

Apr.

$

$80,000

PRICE

Top financed used wheel loader*

High: Apr. 2011

$85,000

2015

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

1,275,000

$

OTHER TOP BIDS

Top auction price, paid for 2010 Cat 993K with 7,720 hours in Ritchie Bros. Auctioneers Int’l sale on Aug. 22 in Reno, Nevada.

$610,000 for a 2011 Cat 988H with 60 hours and $570,000 for a 2011 988H with 32 hours, Dec. 11, 2014, Ritchie Bros., Los Angeles

Final bids

00

00 0 , 5 7 $1,2

AVERAGE

0 16,

$

HIGH

June 1, 2014-May. 31, 2015; prices of wheel loaders 5 years old and newer, U.S. sales only. Only includes bids $5,000 and above.

Source: TopBid, topbid.com

LOW

unit count: 573

New

Wheel loader buying patterns* 8,000 7,500 7,000 6,500 6,000 5,500 5,000 4,500 4,000 3,500 3,000 2,500 2,000 1,500 1,000

UNITS

91 8 , 3 $12 Used

Used high: 2005, 7,405 units Used low: 2014, 4,981 units

Top financed wheel loader brands*

Over the past year, Caterpillar had 39% financed market share in terms of number of new and used units, followed

by Deere at 22%, Komatsu at 11% and Volvo at 10%.

1

Caterpillar, 6,474 units

2

Deere, 3,652 units

3

Komatsu, 1,916 units

4

Volvo, 1,676 units

Top four states for wheel loader buyers*

1

Texas, 1,105 buyers

2

Florida, 692 buyers

3

California, 556 buyers

4

Michigan, 511 buyers

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

New, used wheel loaders year-over-year change* New high: 2006, 5,453 units

2005

2006

New low: 2009, 1,068 units

2007

2008

2009

2010

*New and used financed equipment, 2005-2014. Source: EDA, edadata.com

2011

NEW Up 21%

2012

2013

2014

USED Down .05%

*Comparison of number of wheel loaders financed May 1, 2014 to Apr. 31, 2015, and May 1, 2013 to Apr. 31, 2014. Source: EDA, edadata.com

EquipmentWorld.com | July 2015 71

OUR LONG-LASTING EQUIPMENT NEEDS LONGER-LASTING OPERATORS.

Find a wide range of jobsite safety tips and other resources at ditchwitch.com/safety.

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

Don’t get burned

Take extra precautions when hauling hot asphalt

The bottom line: A post-accident investigation determined the truck involved was an older model purchased used, which had then been modified to make the tailgate section flat instead of lipped. The air line connection for the brake line at the rear of the truck had loosened and caused a loss of air pressure in the braking system, which also shared an air tank with the tailgate system. When the air released from the cylinder, the automatic trip handle released.

The air tailgate latch had asphalt buildup, preventing it from locking properly and allowing the tailgate to open. The investigation further determined there was no tailgate chain backup system in place to secure the tailgate in the event the trip handle failed.

Illustration by Don Lomax

The accident: A dump truck driver stopped along the highway to assist another dump truck driver, who was having brake problems. As the first driver examined the disabled truck from underneath, the tailgate opened unexpectedly, covering him in hot asphalt. The driver of the second truck suffered severe burns on his hands and arms while attempting to rescue the first driver, who later died from thermal injuries.

You can’t be too cautious The driver of the second truck was carrying approximately two tons of 400-degree asphalt. When carrying hot asphalt, take extra precautions to avoid coming into contact with the material.

truck had no chains on the tailgate secured to serve as a backup precaution before unloading. Secure the tailgate to the sides of the dump truck with chains prior to getting on the road.

Keep it clean. When the surfactant that helps prevent sticking is sprayed onto the surface of the dump truck bed, make sure it is sprayed anywhere buildup can occur, such as the trip handles. After loading the asphalt, stop and make sure the tailgate is completely closed and latched prior to continuing.

Recognize and avoid dangerous situations. The driver who stopped to help was unfamiliar with the second truck, and did not recognize the danger presented by the unsecured tailgate, and knew nothing about either the modifications to the truck or the failure in the air line connection. With so little information available, he should have never crawled under the truck.

Use a backup. In this accident the

Information for this Safety Watch is from an accident report, the Center for Disease Control’s NIOSH Fatality Assessment and Control Evaluation program and the Kentucky State FACE program. It is meant for general information only.

Date of safety talk: Attending:

Leader:

Sponsored by

_____________________ EquipmentWorld.com | July 2015 73

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

No se queme

Tome precauciones adicionales de seguridad cuando transporte asfalto caliente

Conclusión: Una investigación posterior al accidente determinó que el camión involucrado era de un modelo antiguo que fue comprado usado, y que había sido modificado para hacer plana la sección de la compuerta trasera en vez de levantada. La conexión de la manguera de aire para la manguera de la parte trasera del camión se había aflojado y causado una pérdida en la presión del aire en el sistema de frenos, el cual también compartía un tanque de aire con el sistema de la compuerta trasera. El cerrojo de aire de la compuerta trasera había acumulado asfalto, impidiéndole que cerrase apropiadamente y dejando que se abra la compuerta.

La investigación determinó además que no se había colocado un sistema de resguardo adicional de cadena para asegurar la compuerta en caso de que fallara la manija de corredera.

No puedes ser demasiado precavido El conductor del segundo camión estaba llevando aproximadamente dos toneladas de asfalto de 400 grados. Cuando transporte asfalto caliente tome precauciones extra para evitar entrar en contacto con el material.

Manténgalo limpio. Al vaporizar el material que

Illustration by Don Lomax

El accidente: El chofer de un camión volquete se detuvo a lo largo de una carretera para asistir al conductor de otro camión volquete que tenía problemas con los frenos. Mientras el primer conductor examinaba el camión malogrado por debajo, la compuerta trasera se abrió inesperadamente, cubriéndolo de asfalto caliente. El conductor del primer camión sufrió quemaduras severas en manos y brazos mientras trataba de rescatar al primer conductor, quien murió más tarde a causa de lesiones térmicas.

ayuda a impedir la adherencia en la superficie de la caja de volteo, asegúrese de que es vaporizado en todos los lugares donde puede ocurrir acumulación, como en las manijas de corredera. Después de cargar el asfalto, deténgase y asegúrese de que la compuerta trasera está totalmente cerrada y con cerrojo antes de proseguir.

Use un sistema de respaldo. En este accidente el camión no tenía cadenas de seguridad en la compuerta posterior que sirvieran como precaución de respaldo antes de descargar. Asegure la compuerta trasera con cadenas a los lados del camión volquete antes de ponerse en camino.

Reconozca y evite las situaciones peligrosas. El conductor que se detuvo a ayudar no estaba familiarizado con el segundo camión, y no reconoció el peligro que presentaba una compuerta no asegurada, y no sabía nada ni de las modificaciones hechas al camión ni de la falla en la conexión de la manguera de aire.

Teniendo tan poca información disponible, nunca debió haberse arrastrado debajo del camión.

La información para esta Alerta de Seguridad proviene de un reporte de accidente, del programa de Evaluación y Control de Víctimas Fatales del NIOSH del Centro para el Control de Enfermedades (CDC), y del programa FACE del Estado de Kentucky. Tiene únicamente fines de información general.

Fecha de la charla de seguridad: Asistentes: 74 July 2015 | EquipmentWorld.com

Líder:

Sponsored by

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

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

..............................................

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

AVAILABLE IN ENGLISH and SPANISH

Visit equipmentworld.com/safetywatch

CONGRATULATIONS

to the 2015 Contractor of the Year winner and finalists IN

R

E

N

W

Lawrence Merle

Andrew Allen

Jason Ciavarro

Sean McDowell McDowell Construction Corporation Menomonee Falls, Wisconsin

Supreme Metro Corp South Plainfield, New Jersey

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

Joseph Delgado

Andrew Brown

Dan Corrigan

Bradley Grubaugh

TCW Construction Lincoln, Nebraska

Andrew Brown General Engineering, Inc. Paso Robles, California

C-3 Environmental Specialties Schertz, Texas

Bradley Excavating, Inc. Colorado Springs, Colorado

Genesee Construction Service Dansville, New York

David Spurr

Allen & Tyson Feller

Spurr Company Paso Robles, California

Feller Enterprises St. George, Utah

Timothy Humerick Humerick Environmental Construction Service College Grove, Tennessee

Sponsored by:

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

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

Serving in the military gave Ciavarro a renewed focus that has transformed his business.

Jason Ciavarro

While most people deal with work as one of life’s harsh necessities, Jason Ciavarro not only puts in the hours, he relishes them.

“W

ork is where I find my joy and passion,” he says with a smile from the end of a conference room table at the offices of Supreme Metro Corporation in South Plainfield, New Jersey, office.

A childhood full of days baling hay and shoveling horse manure on his family’s farm long ago instilled within him a strong work ethic. And while that love of work is respon-

sible for his establishing Supreme Metro, Ciavarro points not to his time spent working as the reason for the company’s success. Rather, he credits a more contemplative time – years spent away from his business entirely.

Ciavarro joined the military the one day after the terrorist attacks of Sept. 11, 2001. He left his wife Kristen in charge of the company, which then employed between 10 and 15 employees, for the next three years while he served with

South Plainfield, New Jersey Supreme Metro Corp.

Year started: 1988 Annual volume: $10+ million Number of employees: 42 Markets: Concrete and pavement installation for HOA/COA residential, office, industrial, schools, universities and public the U.S. Army Corps of Engineers.

“The biggest change was when I came back from the war,” he recalls. “You’ve got so much time over there to think. Endless time.”

When he returned home, the business was in poor financial shape. And it wasn’t just because of his time away. Ciavarro realized that if the business was to not only survive, but thrive, he’d need to make major changes to how it was being run even before he left home.

The Army refocused him. It gave EquipmentWorld.com | July 2015 77

contractor of the year | continued

From L to R, Patti Ventura, Supreme’s VP of Finance, Ciavarro and Todd Bigelow, the company’s VP of Operations.

him a newfound ambition to go along with that unshakeable work ethic. “I was just so ready to tackle something and be the best I could be at something,” he says.

His new vision for the company required a change not only to the markets it served but to the culture as well. Supreme Metro would need to change from the inside out.

Seeing the whole picture Ciavarro started his first business while he was still in high school.

In fact, he was so young that his parents actually had to drive him out to the houses he would service. The experience forged in him an attention to detail and affinity for customer service and being his own boss.

“I love challenge. I love high expectations. One of the things that really fulfills me is trying to make everybody happy. You can say you can’t make everybody happy, but I really like to try,” he says.

78 July 2015 | EquipmentWorld.com

As soon as he graduated, he took a $500 loan from his father Joseph to start a seal coating business in 1988 that evolved into Supreme.

In 1994, the company graduated from smaller seal coating jobs to residential concrete and pavement installation. Ten years later, after his return from military service, the company jumped heavily into the homeowner/condominium owner association market. He calls it the toughest industry to be in due to the amount of eyes judging the work, but says the attention to detail he learned in the Army perfectly prepared him to operate in that environment.

“I feel like it was a graduated step from working for independent home owners. The HOAs and COAs want the work to look like their dining room table,” he says. “I felt that I was well-groomed with customer service and attention to detail, which the Army only emphasized. There

are so many layers to this market, from the scheduling and the logistics, to the execution.”

The move and Ciavarro’s renewed focus transformed the company from one that was barely hanging on when he returned from service to one that now employs 42 people and pulls in more than $10 million each year. Today, the company offers milling and paving, concrete, asphalt and concrete maintenance and drainage services.

The company operates primarily on referrals. “We may not be the fastest, but when it comes to attention to detail we can’t be beat,” Ciavarro says.

In fact, heightened attention in general is a big reason Supreme gets all those referrals, Ciavarro says.

Supreme focuses on not only meeting its clients’ expectations, but also working closely with them to ensure they’re seeing the whole picture.

“I think the biggest thing that

sets us apart is going out there and meeting with the owner and the management and finding out what they’re looking to achieve,” he says.

“A lot of times they make a suggestion and they’re missing it. We’re able to fix it. What they’re looking at may not be the problem. It may be what’s surrounding it.”

In efforts to provide clients and potential clients with that bigger picture, Supreme provides many options with their bidding allowing the customer a game a plan for the next few years. “We look at all their assets and give general comments and recommendations,” which gives the client various work scope options based on their available budget. Through this process, Supreme educates their potential customers to better understand the longevity of their assets and the services the company provides.

The other piece to Supreme’s success – and just as important as the actual work – is its people, Ciavarro says. “My team is by far the best.

And you’re only as good as your weakest link,” he says. Building that team required a reconstruction of the company’s culture.

The culture triangle By 2010 things had turned around for Supreme. In a way, things were going too well. Ciavarro says the company had gotten so big there was no way for him to personally manage everything that was going on. And because so many different hands were required on the steering wheel, Ciavarro wanted to establish a foundation of trust beneath the company.

That’s where the company’s culture triangle comes in.

Modeled after the principles established in the book Tribal Leadership, the foundation of the triangle is Trust. Moving upward level by level are Mastering Conflict, Achieving Commitment, Embracing Accountability and finally at the peak,

Focusing on Results.

Ever since the triangle became the basis for the company’s culture, it’s become “more of a family atmosphere,” says Patti Ventura, Supreme’s vice president of finance and a 10-year veteran of the company.

“People are willing to speak if they have an issue ... You know that if you make a mistake it’s not the end of the world. You’re not worried someone will throw you under the bus,” she explains. “It has allowed us to grow and allowed Jason to step outside of the box and not micromanage.”

The comfort and trust within the company has allowed its employees to focus on doing a thorough job rather than a quick one. “They’re damn proud of what they do,” Ciavarro says of his guys in the field.

“They are Picassos.”

He adds that the majority of the company’s management, superintendents and foremen have been with the company about eight years. “Beneath management there’s always turnover. There’s nothing you can do about the revolving door, but ours spins much slower than most,” he says. “We retain our upper guys. And we focus on fur-

thering them and educating them.

“We want to promote from within.

This is an extended family.”

Looking forward In terms of the company’s future, Ciavarro says he’s not interested in getting any bigger. “I don’t care about being the biggest. Size isn’t of importance to me. As long as the monster is eating, I’m happy,” he says. “It’s all about controlled growth.”

Ventura says the company saw a 25-percent spike in revenues between 2013 and 2014, adding that each of the previous years Supreme had grown at least 10 percent per year. She says her main focus as the company’s head of finance is – and will continue to be – streamlining.

“There are two sides of the coin.

You can increase sales or you can increase profits,” she explains “I’m not always about sales. I try to get people to think about how we can save money how can we do better.”

It’s a focus that plays well with Ciavarro’s penchant for improvement. “Every winter we come up with a to-do list; things that we want to improve on from the prior year,” he says. “We’re not one-hit wonders.”

Supreme Metro’s asphalt construction services include roadways and highways, bridge surfacing, parking lots, under-deck pavements for parking garages and buildings, airports and sports facilities, to name a few.

EquipmentWorld.com | July 2015 79

ONE LUCKY CONTRACTOR WILL WIN IT ALL. Enter for your chance to win Equipment World’s 2015 Contractor’s Dream Package and take home a new Ford truck plus other cool prizes!

CONTRACTORSDREAMPACKAGE.COM Sponsors for the 2015 Contractor’s Dream Package:

pro pickup | by Bruce W. Smith

HALF-TON

SHOOTOUT

Five light-duty pickups go hood to hood

H

alf-ton pickups are a cornerstone for many fleets across the country. Last year, among the five top selling brands, more than 1.4 million halftons were sold, including 450,000 Ford F-150s. Those sales numbers are even higher this year.

So how do the new half-tons stack up against each other? We were invited to partner with Cars.

Com/Pickuptrucks.Com’s test staff on an old-fashioned shootout, comparing similarly-equipped crewcab 4x4s using a combination of quantitative and qualitative analysis to find the answer.

The number-crunching involved track testing with data gathered via Racelogic data loggers, highway fuel economy and acceleration testing on the 6-percent grade of highway climbing out of Davis Dam in Arizona and votes cast by five automotive writers, including myself.

Scoring was simple: The winner of each of the 11 test categories received 100 points, with the remaining competitors receiving

their calculated percentage.

Those empirical categories included: acceleration (loaded/unloaded); braking (loaded/unloaded): fuel economy (empty/towing); payload capacity; towing capacity and other vehicle capability comparisons.

The remainder of the point totals (about 35 percent) consisted of five pickup experts scoring the trucks in six different areas related to ride, handling, ergonomics and other driving factors.

My votes were included with those from freelance automotive journalist David Boldt, Cars. com Road Test Editor Joe Bruzek, MrTruck.com’s Kent Sundling and Mark Williams, editor, PickupTrucks.com.

The total scores were tallied after five days of evaluations that included each judge driving hundreds of miles in each truck (with and without Logan horse trailers loaded to 6,700 pounds in-tow), making multiple passes with each truck down the dragstrip and taking pages of notes.

When the tire smoke cleared a

winner appeared by the closest of margins: Chevrolet’s 2015 Silverado 1500 Crew Cab 4x4 LTZ 6.2L. Following closely in total points was GMC’s 6.2L 1500 SLT and thirdplace Ford’s 5.0L XLT F-150. Ram Trucks’ 1500 Laramie Longhorn and Toyota’s Tundra TRDPro, both running 5.7L V8s, finished fourth and fifth, respectively.

My own subjective evaluation placed the softer-riding and highertech 2015 F-150 and plusher Ram Laramie Longhorn ahead of the GMC Sierra.

I felt the Sierra’s heavy-duty towing option made the truck ride far too harsh when it wasn’t burdened with a payload in the bed or with a trailer on the hitch. And, from an interior perspective, it just didn’t stack up against the Silverado, XLT or Longhorn.

But that’s why votes from multiple judges, along with hard track data, helps bring multiple vehicle comparisons to a general consensus.

Here’s a synopsis of how each of the 2015 1/2-ton pickups fared:

EquipmentWorld.com | July 2015 81

pro pickup | continued

1

And the winner is … Chevy Silverado 1500 Z71. The combination of GMs 6.2L V8 power, plush interior, and a quiet, stable ride drove this Crew Cab 4x4 to the top of the 2015 1/2-ton shootout.

1st: Chevrolet Silverado 1500 Z71 LTZ 6.2-liter (1,554 points)

“A

lthough the Silverado did not collect the most points in our 11 empirical tests (the GMC won by just three points), the $54,310 Chevy won five tests outright and placed second in four others,” says Williams, who led the comparison testing.

As dominating as that might sound, the score sheets show it was the judges’ scoring that separated the Silverado 1500 from its competitors: It placed either first or

82 July 2015 | EquipmentWorld.com

second with four of the five judges, including yours truly.

The single area where the Chevy lost quantitative points was the payload category, because this vehicle was not equipped with GM’s NHT max-tow package as the Sierra 1500 was.

I, like the other judges, felt the Silverado was the best all-around player, doing everything asked of it with ease. And none of the competitors were as quiet on the

road or responsive from a power perspective. I noted that the Silverado had the best ride especially when towing, and while not as quick as the Tundra, its engine produced great power at speeds above 50 mph.

The truck’s 6.2L V8 is magical in how strong it pulls and how quickly the 8-speed automatic slams up through the gears when the foot is on the floor during the Davis Dam “hillclimb” and on the dragstrip.

Road testing was done on Arizona highways between Phoenix and the Davis Dam near Bullhead City on the Colorado River. The long, steep Davis Dam grade on SR 68 between Kingman and Bullhead City is well-known for manufacturer’s vehicle testing and J2807 compliance certification.

EquipmentWorld.com | July 2015 83

2

pro pickup | continued GMC’s Sierra 1500, with the 420hp 6.2L V8, took top honors in payload, towing and track performance numbers thanks to the NHT max-tow package that included 3.42 axle ratio. Its stiffer ride is the only thing that kept it from taking the top spot from the Silverado.

2nd: GMC Sierra 1500 SLT 6.2-liter (1,543 points)

M

echanically there was little difference between the GMC Sierra 1500 in this

84 July 2015 | EquipmentWorld.com

test compared to the Chevy Silverado 1500. But what differences there were made all the difference in this

closely contested comparison.

Of the 11 empirical tests we performed for this comparison, either

Axle ratios varied considerably between the five competitors while transmission were either eight speeds or six.

Material Handling Construction Agriculture Forestry Mining Crane Paving the Chevy or the GMC won nine.

The GMC Sierra 1500 included the NHT max-tow package, which gave the truck a stronger, bigger ring-and-pinion with a lower (3.42) ratio, stiffer suspension and different tires.

The GMC’s lower axle ratio was just enough to give it a little more launching power on the track, and the NHT springs a little less suspension compliance on the road. (The stiffer unladen ride is where the GMC lost valuable points on my scoresheet.)

With the highest GVWR of the lot, quicker acceleration, and other performance factors in its favor, the $54,655 Sierra finished in first place just three points ahead of Chevy in the track performance tests. It’s weakest showing: loaded 60 to 0 mph braking.

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pro pickup | continued

3

Ford sent a pre-production 5.0L F-150 XLT with a cloth interior to do battle against leatherclad GMs and Ram. It scored first place in the six qualitative categories, showing how well Ford has done on taking the truck’s technology and interior design to the next level.

3rd: Ford F-150 XLT 5.0-liter (1,509 points) The new Ford F-150, with the revamped 5.0L V8, is an impressive combination of engineering and smart integration, all wrapped in an aluminum shell. The result is probably the most confident feeling and strongest road cruiser of our test.

“The way the power gets to the wheels and the steering wheel connects to the suspension is simply impressive,” says Williams. I noted that you could tell Ford is targeting towing buyers with its good downhill braking and integrated brake controller.

86 July 2015 | EquipmentWorld.com

A point of note: All the F-150s available for testing were technically “pre-production,” meaning Ford could only give us what was available, which is why we got a V8 XLT with “EcoBoost” badging on the side of the truck.

Still, this test truck won two of our tests outright and finished second in two more: A strong showing for the smallest V8 in the group. In addition, the judging group scored the F-150 in first place in the six qualitative categories, showing how well Ford has done on taking the truck’s

technology and interior design to the next level.

And it could have done better. The consensus from the judges is the XLT interior trim itself wasn’t nearly as plush or as nicely appointed as those it competed against.

If Ford would have sent a Lariat or King Ranch model, things may have settled out differently.

Still, the $47,845 F150 XLT was judged as being a good value, being the second least expensive truck of the five and missing a second by a mere 34 points.

Towing tests were done using matched Logan horse trailers loaded down with water tanks inside, bringing their weight to 6,700 pounds. Each trailer was hitched to the trucks using a Weigh-Safe adjustable weight-carrying hitch.

EquipmentWorld.com | July 2015 87 Rubbertrax_EWSG13_PG45,135.indd 1

8/21/13 9:05 AM

pro pickup | continued

4

The interior of Ram Trucks’ 1500 Laramie Longhorn caught testers’ eyes but it wasn’t enough to move the Crew Cab ahead of its GM or Ford competitors in overall scoring. Lack of payload and towing capacity hurt the truck the most.

4th: Ram 1500 Laramie Longhorn 5.7-liter (1,422 points) It’s comparison tests such as this that shine a bright light on technology that’s no longer leading the fast-moving full-size pickup pack.

Two years ago the F-150 and Ram 1500 would have been bumper-tobumper to the finish line. Today, not so much.

The Longhorn edition is one of the 88 July 2015 | EquipmentWorld.com

nicest interiors, if not the nicest, of the five trucks, receiving high marks from everyone. But the ride of the air suspension and general performance of the 5.7L Hemi just didn’t stand up well against the 6.2L GMs. Unfortunately for Ram it didn’t stack up against the GMs or Ford in payload, towing , braking or fuel

economy, losing valuable scoring points in those areas.

At $54,820, the Ram did the best job of packing in available options to stay under our $55,000 ceiling, but the Longhorn package just wasn’t enough to make up for its perceived weaknesses in the other categories.

Quantitative testing included acceleration and 60 to 0 mph braking runs, with and without 1,240 pounds of salt bags in the bed.

Quantitative testing included acceleration and 60mph-0 braking runs, with and without 1,240 pounds of salt bags in the bed.

(Photos by Bruce W. Smith (author) & Evan Sears/Cars.Com)

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pro pickup | continued

5

Right truck. Wrong place. Toyota’s Tundra TRD Pro model, setup for off-road adventure, was simply no match competing against 1/2-ton 4x4 crew cabs tuned for towing, comfort and connectivity.

5th: Toyota Tundra TRD Pro 5.7-liter (1,295 points) Here’s the one truck where I felt the manufacturer didn’t put their best foot forward. Toyota’s Tundra TRD Pro is the newest trim package for 2015, and at $45,045 it was the least expensive player in our competition.

But I couldn’t figure out why Toyota would put a truck with a dedicated off-road package (big tires and wheels, softer suspen90 July 2015 | EquipmentWorld.com

sion and durability-first interior) in a competition where towing, load capacity, and a lot of highway driving and track testing were at the forefront. But they did, and it made a good truck look bad.

Toyota’s Tundra has the most legroom in the half-ton class with head-turning exterior looks that appeal to the desert-running offroad crowd.

Painted orange and sitting a couple inches taller than the competitors on off-road tires wrapped around faux bead-lock wheels, it’s the showoff of the five crew cab half-ton 4x4s tested.

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final word | by Chris Hill

ChrisHill@randallreilly.com

Keeping it simple

L

ike many people, I have a long commute to get into work each day. On this journey, I travel back and forth on quite a few Interstate miles containing the telltale indicators of wear and tear – potholes, cracks, patches and the like.

Over the course of this driving time I’ve come to know the roads so well I’ve created a “pothole plan” – a strategy that allows for lane changes at just the right locations to avoid the worst of these worn spots. At Mile Marker 90 I know to be in the middle lane, for example.

This plan serves a great personal purpose, as I aim to limit the damage of so many miles of rough road. My car has some age on it, but it’s served me well for many years, and best of all, I don’t have a car payment. As a nation, we’ve been trending to keep our cars longer, opting to maintain them as long as we can. In keeping mine maintained I’ve opted to properly fix things, rather than just sticking on a bandage. I also fix things at the first indication of a problem instead of waiting until I’m stuck on the side of the road. It’s common sense and it’s simple.

Covering the road-building segment for Equipment World as I do, a parallel comes to mind. Members of Congress are being lazy by putting us into yet another shortterm extension of providing for the Highway Trust Fund to end July 31. Luck has favored politicians over the years because the highway system has been able to limp along and function with the 30+ extensions

94 July 2015 | EquipmentWorld.com

they’ve issued. But the time has come for these leaders to properly fix transportation funding.

From watching and writing about the recent House Ways and Means Committee and Senate Finance Committee hearings and transportation funding, it’s become clear that members of both parties agree we need a long-term plan. They just can’t agree on how to do it.

But here’s the funny thing – they’ve been able to agree on keeping the system running just as it has for each of these extensions. And the mainstay of these extensions is the gas tax – the very thing that divides members of both chambers over long-term funding.

Since things must be made simple for our legislators, the best suggestion for them is to pull the trigger and increase the gas tax.

And for long-term purposes, indexing the gas tax inflation. This idea is favored by groups such as the American Trucking Associations (ATA), one of the biggest organizations affected by the gas tax. ATA President and CEO Bill Graves said in his statement to the Ways and Means Committee: “We know the fuel tax works,” he said, “and it would continue to be viable for years if the rate were raised.”

Keep it simple, senators and representatives. There is no need to overthink this.

Our highway system is our collective paidfor vehicle. Use the gas tax and fix things now. Or we’ll all be stuck on the side of the road with nothing but rubble beneath our wheels.

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