Ew0715combined by Tony Brock

速

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 ÂŠ 2014 Daimler Trucks North America LLC. All rights reserved. Freightliner Trucks is a division of Daimler Trucks North America LLC, a Daimler company.

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

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

9,500 MORE LOADS. $1,400 LESS FUEL*. ONE MACHINE.

THE RULES HAVE CHANGED.

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Meet the remarkably faster AND more fuel-efficient D Series. Get more buckets per hour, more hours per tank, more done sooner than you ever dreamed possible. Itâ&#x20AC;&#x2122;s a revolution in the way material is moved. CaseCE.com/DSeries

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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. ÂŠ2015 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

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

3200 Rice Mine Rd NE Tuscaloosa, AL 35406 800-633-5953 randallreilly.com

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.

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?

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

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reporter | by Equipment World staff

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

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

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

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

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.

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 SHOULDNâ&#x20AC;&#x2122;T BE COMPLICATED. With SmartCare, itâ&#x20AC;&#x2122;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 â&#x20AC;&#x201C; the 370E, 410E and 460E â&#x20AC;&#x201C; 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. Theyâ&#x20AC;&#x2122;ll spend less time shifting and more time concentrating on the job at hand. With the I-Shift, youâ&#x20AC;&#x2122;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

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marketplace | continued

HAUL COMPACT EQUIPMENT EFFICIENTLY

Transport lighter equipment efficiently with XL Specialized Trailersâ&#x20AC;&#x2122; 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 trailerâ&#x20AC;&#x2122;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. 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

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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.

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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

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.

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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

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

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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EquipmentWorld.com. 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

All major components on the new PC360LC-11 including the engine, hydraulic pumps, motors, and valves are exclusively designed and produced by Komatsu. This integrated design uses an efficient closed center load sensing hydraulic system and features a new enhanced power mode for improved performance and reduced cycle times.

Volvo

The Volvo EC480E has grouped service points and large, wide opening doors to simplify daily service checks. The radiator, charged air cooler and hydraulic oil cooler are positioned side-by-side to maximize efficiency, reduce blockages and aid in cleaning. The system is easily accessed from ground level by simply opening the side door.

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machine matters | continued security features like geo-fencing, curfew restrictions, remote lock down, and trace mode to better protect their investment.” 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

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.

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

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.

Test it out for yourself and subscribe at EquipmentWorld.com.

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.

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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

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

• Hamm ers/Shear s • Skid Ste ers • Backho /Compact Loaders e Loader s • Excava tors/Shov els • Wheel Loaders/To olcarrier • Crawler s Dozers • Scraper s/Motor Graders • Lasers/ GPS • Off-High way Truck • Trenche s rs/Directio nal Drills • Paving Equipme nt • Air Comp ressors

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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

equipmentworld.com | May 2015

2015

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