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equipmentworld.com | September 2017

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HDD

Training, joint ventures and versatility spark a renaissance in directional drilling

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LEARNING ABOUT TIRES FROM THE LAND OF THE GIANTS 8/25/17 1:00 PM

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Cover Story

Vol. 29 Number 9 |

table of contents | September 2017

MACHINE MATTERS:

THE THRILL OF THE DRILL

MANUFACTURERS HINT AT ICUEE INTROS, POISED TO DEMO NEW HDDS.

P. Equipment 17

Marketplace

KCM’s 7027 wheel loader, Kinshofer’s NOX Tiltrotator, ASV’s RT-120 compact track loader, Gehl’s RS5-19 Gen:3 and RS9-50 Gen:2 telehandlers, Rockland’s SDB Side Dump Bucket

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27 Maintenance

69 Concrete/Asphalt Attachments

Learning about tires from the land of the giants.

Attachments for mixing, milling and drilling.

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table of contents | continued

Features 38 Highway Contractor

Motor graders: machine control vs. seasoned operator

45 Road Technology

How to give CPR to roads: concrete pavement restoration.

53 Contractor of the Year Finalist

Carl Jones, Carl R. Jones Excavating and Hauling, Fredericktown, Missouri

®

equipmentworld.com facebook.com/EquipmentWorld twitter.com/Equipment_World Editorial Director: Marcia Gruver Doyle Executive Editor: Tom Jackson Senior Editor: Chris Hill Online Editor: Wayne Grayson Managing Editor: Don McLoud Contributing Writer: Richard Ries editorial@equipmentworld.com Media Sales Geoffrey Love: gdlove@randallreilly.com Pete Austin: paustin@randallreilly.com Drew Ingram: drewingram@randallreilly.com Patsy Adams: padams@randallreilly.com Jordan Arsenault: jordanarsenault@randallreilly.com Art Director: Tony Brock Advertising Production Manager: Linda Hapner production@equipmentworld.com

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Departments Record 9 On The upside of an aging workforce

13 Reporter United Rentals sways Neff Corporation with $1.32 billion purchase offer.

35 Quick Data Excavators

37 Technology This diesel engine oil filler cap calls your phone when it’s time to change the oil.

57 ICUEE Preview

ICUEE hits record with 28 acres of exhibit space.

63 Safety Watch

One lived, one died: How an aerial lift job went tragically awry.

Trucks 67 Heavy Kenworth predicts strong growth for work trucks.

78 Final Word

A tale of two trains

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.

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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 Senior Vice President, Audience Data: Prescott Shibles Vice President, Events: Stacy McCants Vice President, Digital Services: Nick Reid Vice President, Marketing: Julie Arsenault Vice President, Business Analyst: Joe Donald Director of Media Sales: Scott Maldonado Vice President, Strategic Accounts: Michael Newman For change of address and other subscription inquiries, please contact: equipmentworld@halldata.com Editorial Awards: Eddie award for B-to-B Series of Articles, 2016 Highways 2.0, Folio: magazine Editorial Excellence, Original Research, Silver Award, 2016 American Society of Business Publication Editors Jesse H. Neal Award, Better Roads, 2011 American Business Media Robert F. Boger Award for Special Reports, 2006, 2007, 2008 Construction Writers Association Jesse H. Neal Award, Best Subject-Related Series of Articles, 2006 American Business Media Editorial Excellence Special Section Gold Award, 2006 Midwest-South Region, American Society of Business Publication Editors 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

September 2017 | EquipmentWorld.com

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INTRODUCING...

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Optional Narrow Hydraulic Gooseneck

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LOADED WITH STANDARD FEATURES AND OPTIONS

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EXPERIENCE THE ALL-NEW JT40.

Optimized for maximum performance, the JT40 features next generation enhancements and 20 horsepower more than the competition.

It delivers unparalleled visibility, operator comfort and enhanced productivity. The future is here.

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A Charles Machine Works Company

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

The upside of an aging workforce

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lthough much has been made of construction’s aging workforce, most of the emphasis has been on labor. But aging is nothing if not equal opportunity, the most egalitarian force of nature. So aging is not just a labor crew reality, but cuts across your entire organization: office, management, you.

With all the angst about replacing older workers, one key discussion is getting short shrift: how to both accommodate and capitalize on the strengths of the aging people across your workforce. Here are a few arguments for not letting them walk out the door so quickly: They’re not a mystery. You know their work ethic. You wouldn’t have kept them on your payroll for so long if they hadn’t proved they could do the job, over and over again.

There’s an ease in knowing what an employee is capable of, and how they are likely to react to job pressures. Communicating with them is a well-worn path.

Their growing physical limitations may force you to rethink the way a task has always been done. Growing older can be hell: Knees creek, backs ache, sight is less reliable. But does every task need to involve so much muscle? If there’s a practice, tool or device out there that would make it easier on your older workers, chances are your younger workers would benefit, too.

They have incentives to work. Social Security benefits likely will not give them anything close to the income

they’re making now. And with today’s widespread knowledge of what makes a healthy lifestyle, they’re probably more physically fit than retirement-age employees of just 10 years ago. Now that they know that sitting is as deadly as smoking, propping up their feet may not look nearly so attractive.

Fewer hours may work to your advantage. If they go from full time to part time, the loss won’t be so acute – on either side. All that knowledge is still accessible, and the employee doesn’t have to suddenly face unscheduled days. And there are various arrangements that could be applied to the individual situation: working on a per-project basis, providing additional seasonal assistance, or even job sharing an office position.

But all of this assumes that you know what your older workers want. Grab a cup of coffee and have a one-on-one. What are their retirement plans? Would they be open to additional work? What benefits or schedule flexibility would keep them on the job? You may be so familiar with an employee that you think you know everything there is to know about them, and you could be wrong. Your company could play as much of a part in their later years as visits to the grandchildren.

There’s a saying floating around that may apply here: “The new word for retirement is ‘work.’” For people who enjoy what they do – and hopefully that includes your valued people – that’s great news.

EquipmentWorld.com | September 2017 9

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Dedicated to Success.

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reporter

| staff report

United Rentals to buy Neff Corporation for $1.32 billion

United Rentals has 960 locations and 13,700 employees. Neff Corporation has 69 branches and about 1,170 employees.

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nited Rentals has agreed to purchase Neff Corporation for $25 per share in cash, or $1.317 billion, and expects to close on the acquisition in the fourth quarter of this year.

The announcement follows the collapse of an agreement between Neff and H&E Equipment Services, which Neff dissolved because of United Rentals’ more lucrative offer. H&E had offered $21.07 per share, or roughly $1.2 billion.

This is the second major purchase for United Rentals this year. In April, it bought NES Rentals Holdings for $965 million. The company also acquired Cummins’ mobile rental generator fleet in August.

United Rentals says Neff’s earthmoving rental business and large customer base were among the driving factors for the purchase.

“We’re committing to growing our core business through numerous avenues, and Neff is right in our wheelhouse,” says United Rentals President and CEO Michael Kneeland. “They have a complementary fleet and branch network serving over 15,000 customers

that’s very attractive to us.”

Kneeland says his company also sees Neff’s geographical presence as an advantage.

“It’s concentrated in the Southern states where we’ve consistently seen strong demand for equipment rental services,” he says. “The addition of their network will bring us greater efficiencies of scale and key markets. And Neff is well established in the infrastructure and municipal sectors.”

United expects a $35 million boost to EBITDA by the end of the second year of the acquisition. To make the purchase, the company is using a combination of cash, “existing capacity” under its assetbased lending facility and newly issued debt.

Neff is based in Miami and focuses on residential, industrial, energy and municipal construction in the Sunbelt region. It has 69 branches and about 1,170 employees.

United Rentals has 960 rental locations in 49 states and all Canadian provinces and 13,700 employees.

– Chris Hill

Briefs Caterpillar Group President and Chief Financial Officer Brad Halverson will step aside in early 2018.

Halverson oversees the Finance Services Division, Human Services Division, Global Information Services, Financial Products Division, Strategic Services Division, and Corporate Auditing.

Komatsu’s acquisition of Wisconsin-based surface and underground mining equipment manufacturer Joy Global helped the Japanese equipment manufacturer more than double profits, by 133 percent, in the first quarter of the current fiscal year. Komatsu also attributed the sharp increase to higher construction equipment demand from China, Indonesia and other countries, including the United States. (continued on page 14) EquipmentWorld.com | September 2017 13

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reporter |

staff report

AEM poll:Across-the-board desire for infrastructure improvements

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poll conducted by the Association of Equipment Manufacturers (AEM) in partnership with YouGov finds that 89 percent of Americans in rural, suburban and urban communities feel infrastructure investment will lead to an improved U.S. economy.

Eighty-two percent believe investments in infrastructure will increase the number of jobs in their communities, and 81 percent agree such investments will improve their quality of life. There was little difference in the numbers when broken down by urban, rural and suburban respondents.

Half of respondents believe the transportation industry will benefit the most from infrastructure investment. Ranking second was construction at 46 percent, followed by manufacturing at 30 percent.

For more poll details, go to aem.org.

ELD delay not likely, but older trucks exempt

Briefs (continued) Wacker Neuson reports an 11-percent increase in second quarter 2017 revenue of $501.5 million. Profit for the quarter grew 31 percent compared to second quarter 2016.

Volvo Construction Equipment says its second quarter 2017 net sales grew by 36 percent, compared to the same quarter last year, to $2.23 billion. Volvo also reports second quarter order intake increased 54 percent, with deliveries growing 49 percent to 17,472 machines.

Caterpillar’s second quarter 2017 sales and revenues increased by 9.5 percent compared to 2016, reaching $11.3 billion. In response, the company released an improved outlook for the remainder of the year.

The second quarter also brought good news for Caterpillar’s largest distributor, Finning International, which saw revenue jump 21 percent to $1.58 billion, compared to the same period last year. The surge was driven by a 46-percent increase in new equipment sales on a consolidated basis.

CNH Industrial, parent company of Case Construction Equipment, reported a revenue increase of 2.9 percent to $6.9 billion for second quarter 2017 compared to 2016.

Adjusted net income rose 23 percent to $266 million.

A

U.S. House bill that would delay the compliance date of the looming electronic logging device (ELD) mandate until December 2019 is not expected to pass, as larger issues – such as tax reform, raising the debt ceiling and 2018 appropriations, to name a few – suck up Congressional time and energy. Meanwhile, the Federal Motor Carrier Safety Administration has posted new guidance for the ELD mandate that exempts trucks equipped with model year 2000 engines and older from adhering to the mandate, regardless of the model year of the truck. However, if a truck’s model year is older than 2000, but the engine model year is newer than 2000, the driver must adhere to the ELD mandate.

Bomag Americas has named Shaw Sweet as vice president of sales and marketing, with responsibilities over dealer and rental sales teams, marketing, product management and new business development.

Sweet will be based at Bomag’s new North American headquarters in Ridgeway, South Carolina.

Stephenson Equipment Incorporated (SEI) is acquiring Walsh Equipment. Walsh will operate as a division of SEI out of its two Pennsylvania locations.

The combined companies give Harrisburg, Pennsylvania-based SEI eight locations and 185 employees.

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

14 September 2017 | EquipmentWorld.com

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marketplace

| by Don McLoud |

DonMcLoud@randallreilly.com

OR’S T I D E PICK

MORE POWERFUL, EFFICIENT WHEEL LOADER KCMA has unveiled a Tier 4 Final version of the KCM 7027 wheel loader, designed to be more powerful and fuel efficient.

The new loader runs on a 173-horsepower Cummins diesel engine and uses a diesel oxidation catalyst and selective catalytic reduction instead of a diesel particulate filter to achieve emissions reduction. Available buckets range from 3.7 to 5.75 cubic

yards. Fuel efficiency is improved with the five-speed automatic transmission with variable shift points and auto idle shutdown.

Other features include a rollover and falling-object protected cab; a color LCD instrument panel with a wide-angle, rearview camera; fingertip, pilot-assisted levers for hydraulics control; and a tilt and telescoping steering column.

Compact design, no protruding parts Kinshofer’s NOX Tiltrotator attachments for excavators come in five sizes, all designed to be compact with no protruding tilt cylinders. They also feature 360-degree continuous rotation and are designed for low maintenance, the company says.

The models range from the TR06NOX, which can be used on 3- to 6-ton excavators, up to the TR25NOX, designed for 18- to 25-ton machines.

EquipmentWorld.com | September 2017 17

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marketplace

| continued

Big CTL for tackling tough jobs The RT-120 is ASV’s largest compact track loader and is designed for excavation and other tough construction applications. The RT-120 boasts 8 percent more torque than its predecessor, the RT-110. It is powered by a 120-horsepower, 3.8-liter Cummins engine that produces 360 pound-feet of torque. It has an operating capacity of 3,535 pounds and a tipping load of 10,100 pounds. The RT-120’s Posi-Track dual-level suspension can adapt to different terrains at faster speeds.

Two telehandlers added to Gehl lineup Manitou has expanded its RS lineup of Gehl telehandlers with the RS5-19 Gen:3 and the RS9-50 Gen:2. The telehandlers are powered by Tier 4 engines and feature standard self-leveling forks, fourplate box section booms, rear axle stabilization and high visibility from inside the cab thanks to a large, open concept frame with a high-mounted boom. The RS5-19 Gen:3 is Gehl’s smallest RS telehandler with 5,500 pounds of rated lift capacity and 3,000 pounds of capacity at full lift height. The RS5-19 is powered by a 69-horsepower Yanmar engine.

Side dump bucket built for quick change Rockland’s SDB Side Dump Bucket is designed to increase productivity and reduce maintenance. The bucket has a removable dump plate that allows easy, quick change from side bucket to general purpose bucket. The dump plate does not require cutting or welding to remove.

18 September 2017 | EquipmentWorld.com

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©SOPUS Products 2017. All rights reserved. CS12510-02

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machine matters

| by Richard Ries

MANUFACTURERS HINT AT ICUEE POISED TO DEMO NEW HDD MAC

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his fall, ICUEE, also known as the International Construction & Utility Equipment Exposition, will be showcase central for what’s new in horizontal directional drills (HDD).

While OEMs were still being coy at press time about new products, we did get some hints. Toro, for instance, says its show introduction drill will feature the Toro Drill Operating System (TDOS-1) with SmartTouch. (More on the TDOS-1 later in this article.) Also on hand will be the recently introduced DD4050 with its 40,000 pounds of thrust and pullback and 5,000 footpounds of rotary torque.

Vermeer will introduce a new, smaller utility machine at ICUEE and is touting the debut of a “complete solution” for rock drilling, especially for utility jobs. This package also exemplifies Vermeer’s use of joint ventures, using features developed under agreements with other manufacturers.

Ditch Witch started shipping their new JT40 at the end of the first quarter and will use ICUEE to build momentum for that machine.

Also on hand will be the company’s VR HDD simulator, which it showed at ConExpo. Trainees (as well as visitors at the show) will be able to don a headset and see a

The Toro DD2024 features a Cummins B3.3 turbocharged engine rated at 74 horsepower. A two-speed floating carriage moves at 120 feet per minute in high-speed mode to further reduce cycle times. virtual jobsite in detail, right down to the controls and the presence of a spotter.

Launching officially at ICUEE, the VR product is a response to the customer need for operator training, says Seth Matthesen, senior product manager at Ditch Witch. “This is not a replacement for on-the-job training, but it is a better introduction for new hires,” he says. Compared

20 September 2017 | EquipmentWorld.com

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CUEE INTROS, MACHINES

The optional cab on the new Ditch Witch JT40 provides clear line of sight to the opensided wrenches, the point where the drill string enters the ground and other areas critical to operation.

3 wt o

The Vermeer D10x15 S3 Navigator is powered by a 60-horsepower Deutz TD2.9 Tier 4 Final engine, a 36-percent power increase over its predecessor. Thrust and pullback are 10,000 pounds, and maximum torque is 1,500 foot-pounds.

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machine matters

| continued

Ditch Witch says the 160-gross-horsepower Cummins Tier 4 Final engine on the new JT40 has 20 more horsepower in a smaller footprint than other 15-foot drill pipe models. The two-speed rotational drive system produces 5,500 foot-pounds of torque. to traditional training simulators, the VR is more realistic and can be configured for use either as a mobile trainer or at a fixed training location.

The JT40, introduced at ConExpo, will also be on hand at the ICUEE booth. The 160-gross-horsepower machine has an optional cab with two 7-inch LED displays, the first in the industry designed as an HDD cab rather than an excavator cab modified for HDD use, according to Matthesen.

Visibility is a key feature of the JT40. “We tracked operators’ eyes to see where they were looking and then optimized visibility to those key locations,” Matthesen says. The four places operators focused most of their attention were the point where the drill string enters the ground, the wrenches, the shuttle retract position and the rear connection. In response, Ditch Witch designed the JT40 with open-sided wrenches that rotate toward the operator for better visibility and with a shorter distance between the wrenches and where the string enters the ground. The cab positions the operator at 45 degrees

to optimize visibility; the cab also telescopes about 2 feet to position the operator for the best view.

Working together Vermeer has relied on joint ventures to provide value to its customers.

Some JVs are designed to be shortterm while others are ongoing. Some components are private-labeled for Vermeer, while others carry the branding of the partner. Some agreements involve the licensing of Vermeer patented technologies by joint venture partners. In other instances, Vermeer provides extensive input on product design, says Tod Michael, product manager of utility and pipeline directional drills.

For example, the rock package Vermeer will introduce at ICUEE features an air hammer available through a joint venture with Mincon. Vermeer also partnered with Wyo-Ben to provide the Thunderstorm mud recycling system, which Vermeer will market as their FL243.

Thunderstorm is a mud solidification system that separates slurry into dirt and water. While slurry may be considered a hazardous waste, and

slurry transport and disposal can be difficult and expensive, soil and water are easy to dispose of and require no special transport permits.

Joint ventures are an efficient way for Vermeer to enhance their value as a solutions provider, says Michael. Vermeer also offers a suite of productivity tools, some designed to work through the machine’s monitor and others through a computer or mobile device. BoreAid Design runs on a computer and uses factors such as soil conditions and machine size to provide bore information, with details including load calculations and drilling fluid requirements. Via a web browser, Projects Suite allows the user to capture and share jobsite documentation. BoreAssist coupled with the DigiTrak Aurora display on a Vermeer machine can plan bores and compare bore plans with logwhile-drilling data.

Four years later Toro entered the HDD segment at ICUEE in 2013 with a line of drills, along with other underground products. Pending the arrival of their newest machine at ICUEE,

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September Equipment World

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machine matters

| continued

The Vermeer R250C reclaimer has a recycling rate of 250 gallons per minute. Features that enhance efficiency at handling solids include a 45-degree manifold for improved flow of fluid exiting the hydrocyclone, a two-deck shaker design that provides removal of solids in two distinct categories and a balanced elliptical shaker motion to ensure even conveyance of solids across the shaker decks and improved ability to carry low-gravity solids, such as clay, over the shaker screen.

Toro has three models in its current lineup, the DD4050, the DD4045 and the DD2024. The DD4045 provides 40,000 pounds of thrust and pullback and 4,500 foot-pounds of rotary torque in a machine that’s only 85 inches wide. Toro describes the DD2024 as its “most nimble unit,” packing 20,000 pounds of pullback and 2,400 foot-pounds of torque in a compact package.

Features of all models include a dual-sided rack and four-pinion carriage design. Forward-mounted track drive motors with planetary gears improve traction in all types of ground conditions. Multi-function color LCD displays give information on machine functions and performance indicators. Operators can choose between single- and dual-joystick operation on the two smaller machines.

The Toro Drill Operating System (TDOS-1) with SmartTouch was an-

nounced in April and is available on all current Toro drills. The system simplifies pipe handling by allowing functions to be performed with a single input on the joystick. Each push of the cam rocker switch corresponds to a sequence of pipe handling funcVermeer uses this graphic to illustrate the difference between the old way of bore planning (top) and the task tions. A mode when done with planning tools such as those Vermeer selection switch offers. toggles between drill-out and pull-back. wright, associate marketing man“In today’s market place, the inte- ager, Toro. “Contractors are getting gration of advanced drill operating smarter about how they’re doing technology is less of a novelty and business and expect their equipmore of a necessity,” says Kyle Cart- ment to evolve alongside them.”

24 September 2017 | EquipmentWorld.com

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maintenance

| by Tom Jackson |

TJackson@randallreilly.com

LEARNING ABOUT TIRES FROM THE LAND OF THE GIANTS

Managers of mining trucks take tires seriously. Learn from them.

T

here are tires, and there are tires.

Carrying up to 100 tons each, some of the world’s biggest earthmover tires – 59/80R63s made by Bridgestone, Michelin, Titan and others – stand 13 feet tall and weigh more than 12,000 pounds. Inflated to 110 psi, six of them mounted on a Caterpillar 797B enable that truck to carry up to 380 tons of payload.

And while you may never have to worry about maintaining one of these giants, the people who do maintain them can teach earthmovers and construction contractors a lot about tire management.

Tires are your third, sometimes your second, biggest operating ex-

pense on earthmoving equipment, after labor and fuel. And while most contractors and fleet managers will watch every dime they spend on wages and diesel, too often they tend to ignore the cost and the potential savings of their tires. Not so with the big trucks and tires at the mines.

“They see that tire as part of their haulage system, not just a component,” says Rob Seibert, director of off-road marketing at Bridgestone.

“They understand that it has limits, and they have to operate within those limits and find ways to get the most out of that product.”

That kind of thinking – making tires just as important as engines,

drivelines and brakes – can reduce operating costs in the long run. Perhaps more important, tire maintenance best practices will help eliminate unplanned downtime. A flat tire in the field won’t break the bank, but a half a day or more of lost productivity while you wait for it to get changed can have a ripple effect through all the other related operations on a site.

TMPH One of the critical measurements used to manage tires in the mining world is tons-miles-per-hour, or TMPH. (It’s TMKH when measured in kilometers.) This is an engineering calculation done to make sure EquipmentWorld.com | September 2017 27

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maintenance

| continued

Wheel loaders have a 60-40 weight distribution with a full bucket.

Tire rotation can extend the life of the set.

these mega tires don’t overheat, but the engineering concepts behind TMPH can be useful for any contractor wanting to get the full value of his tires and avoid downtime.

The formula for tires is easy to compute. TMPH = Load x Speed.

Simply put, the heavier the load, the slower you need to go. And if you want your trucks to go faster, adjust the load downward.

“There is a TMPH figure for the tire and a TMPH number for the site,” says Seibert. For the tire, the primary determining factors for its TMPH are the size, design and rubber compound. That sets the limits a tire can handle as far as load and speed. For the site, it’s the actual measurements for how far your trucks will be carrying the load. To avoid overheating, the TMPH figure for the tire should match the TMPH figures for the site.

The number of curves and elevations on the site can also affect heat and TMPH site calculations, says Gary Pompo, manager field technical services, BKT Tires. Load and torque from climbing or descending grades create tire deflection, which

Check air pressure weekly. Write it down and track it over time so you can discover small problems before they get big. leads to heat generation within the tire. Speed determines how fast this deflection is repeated. When the combination of deflection and speed adds heat faster than the tire gives up heat to the air, the tire overheats.

If the worksite parameters change – such as the slope, length of grades, number and radius of curves, or

haul distances – the worksite TMPH should be recalculated, says Pompo.

(The engineering standard for this is SAE J1098.) In some cases that may mean changing to tires with different rubber compounds or designs. If the numbers still don’t add up, the site may need to be reconfigured.

“It is important to understand that TMPH is not the only thing that

28 September 2017 | EquipmentWorld.com

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maintenance

| continued

Rubber compounds on earthmover tires must strike a balance between traction and wear. sets the limits of the tire,” says Jamey Fish, director of marketing, Michelin Earthmover NA. “We also use the miles traveled in one hour. These are limiting factors that have to be taken into account when trying to figure the correct limits of the tire and what the tire can be expected to do.”

10-10-20 rule While TMPH is largely the concern of mining and quarry trucks, there is another rule of thumb that can help you avoid overloading tires on any type of equipment: the 10-10-20 rule that Caterpillar recommends on all its trucks.

“What it means is no more than 10 percent of your loads should go above 10 percent of the rated load, and you should never exceed 20 percent of the rated load,” says Johni Francis, Titan Tire’s global OTR product manager. “I present that to all my customers whether they’re using Caterpillar trucks or not.”

Other sources of heat Of course, speed, load and distance aren’t the only variables that can increase heat in a tire. These other factors can play a role in the longevity of any tire: • Incorrect air pressure. Under-inflation is bad for any tire. As the tire goes in and out of its footprint, underinflation causes the rubber to flex more than it should, Pompo says. Most often, heat buildup is caused by under-inflation or overloading, Fish says.

• Tread depth of the tire.

Thick, heavy treads such as those used on an L5-type tire will be more susceptible to heat buildup.

• Compounds used in making the tire. Cut-resistant compounds, because they’re harder and thicker, also build up heat faster than rubber compounded for more traction.

• The vehicle’s mechanical condition.

Low profile tires with their reduced sidewall height give good stability and performance.

30 September 2017 | EquipmentWorld.com

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maintenance

| continued

Gradual damage “There are different stages of heat damage,” says Fish. “Slight overheating can cause the rubber to wear faster than what would be considered normal. Heat causes the rubber to break down and causes separations in the tire. The rubber gets soft and spongy and breaks down. Steel cables can start to come out of the tire as it heats up, and the rubber turns to soft liquid.”

“Heat can damage the belt edges and bead areas, but they’re not going to notice it,” says Francis.

“You won’t have a catastrophic failure, but you might have a belt separation down the road. The belt will fray right at the edges, on the shoulder of the tires, and that can cause an air pocket. That can cause a bubble in the sidewall or bead separation.”

Correcting air pressure When asked about the percentage of earthmover tires that are improperly inflated, our tire experts gave varying opinions – everything from “half” to “almost all of them.” But the consensus seemed to be “too many.”

In addition to the heat problems caused by under-inflation, overinflation can cause ride problems, loss of traction, excessive wear in the center of the tire and make it more likely that the tire will suffer excessively from cuts and abrasions.

The causes of under-inflation are numerous. Tires naturally lose some of their air pressure as the seasons change. There can also be small leaks from the valve stem or the bead, especially if it wasn’t seated correctly.

The takeaway here is that your tire pressure will change. Tire experts recommend you check the pressure in your earthmover tires at least once a week.

Partnering with vendors “We love to talk to customers

A close relationship with your tire vendor can take a lot off your plate and maximize value of your tire dollars.

about better operator habits, better preventive maintenance practices, training, grooming of haul roads and housekeeping on the worksite,” says Michael Dembe, executive director of the product management, construction business unit at Camso. “But we know a lot of times these things take a backseat to getting the job done. Contractors don’t want to slow down production.”

For contractors who don’t have time for these details, the best solution is to build a closer relationship with their tire vendors. “The tires that get attention last and perform significantly longer than tires that are not paid attention to, whether they are a major brand or not,” says Dembe.

“Most contractors are focused on production, profitability and getting the job done on time,” says Seibert. “Tires may be a big spend but may not be at the forefront of their thought process. The end user

should be looking for a dealer who understands their equipment, who has the right tire for the job and can make the correct recommendations for maintenance practices.”

Software solutions Tire vendors can also set you up with tire management software programs that let you track every dime you spend on tires and even do proactive and predictive maintenance.

“Every time you do a fleet check or tire pressure check, you can record it,” Francis says. “You can create reports that tell you when to rotate. If you find out the wear rate on certain tires is too high, you can switch to a different compound and compare to see if you get more life out of a different type of tire.”

If you’re not tracking and monitoring, if you’re not applying best practices, says Seibert, then you’re losing money.

32 September 2017 | EquipmentWorld.com

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022

4/12/17 10:45 AM 6/19/17 1:41 PM

quick data

| by Marcia Gruver Doyle |

Excavators

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

Auctions $86,000

High: $83,878

$84,000

March 2017

$83,000

Year-over-year change*

NEW: UP 9% USED: DOWN 5%

In July, the average price for the top 10 models sold at auction was 4 percent below the average price for these machines in July 2016, and 8 percent below the one-year average.

Excavator Auction Prices, July 16-July 17 $85,000

MGruver@randallreilly.com

$82,000 $81,000

*Comparison of number of full-size excavators financed Jul. 1, 2016 to Jun. 30, 2017, and Jul. 1, 2015 to Jun. 30, 2016. Source: EDA, edadata.com

Top three states for excavator buyers*

$80,000 $79,000 $78,000 $77,000 $76,000 $75,000 $74,000

Low and Current: $ 71,257

1-year average: $

$73,000

77,465

$72,000 $71,000

July 2017

$70,000 $69,000

Jul.

Aug.

Sep.

Oct.

Nov.

Dec.

Jan.

Feb.

Mar.

Apr.

May

Jun.

Jul.

1

Texas: 1,384 buyers

2

Georgia: 706 buyers

3

Florida: 661 buyers

PRICE

2016 2017 Trend prices for the top 10 models of full-size excavators (excluding compact excavators) sold at auction, not seasonally adjusted.

627,500

$

OTHER TOP BID:

Top financed new excavator*

Top auction price, paid for a 2015 Cat 390F L with 1,395 hours at a Ritchie Bros. sale on Sept. 16, 2016, in Minneapolis, Minnesota.

495,000

$

2013 Komatsu PC800LC-8E0, 1,776 hours, Ritchie Bros., Sept. 23, 2016.

750 $92,

AVERAGE

750 $ 17,

MEDIAN

Aug. 1, 2016 – Jul. 31, 2017; prices for full-size excavators 5 years old and newer, U.S. sales only. Only includes bids $5,000 and above. Source: TopBid, topbid.com

LOW

Final bids unit count: 1,146

1

New

Excavator new, used sales trends, 2007-2016* 13,000 12,000 11,000 10,000 9,000 8,000 7,000 6,000 5,000 4,000 3,000 2,000 1,000

$

Cat 336F L, 550 units

69 1 , 1 0 Used

Used high: 2007, 12,288 units

Other top selling new machine: Komatsu PC210LC-11, 298 units

Top financed used excavator:* Cat 320E L, 343 units

New high: 2007, 9,312 units

Used low: 2009, 7,723 units New low: 2010, 1,451 units

UNITS 2007 2008 2009 2010 2011 2012 2013 *Financed equipment, 2007 - 2016, number of units sold by sale or lease. Source: EDA, edadata.com

EW0917_Quick Data.indd 35

2014

2015

2016

*In terms of number of new and used financed units sold Jul. 1, 2016 to Jun. 30, 2017. Source: EDA, edadata. com (Note: EDA reports are continually updated.)

EquipmentWorld.com | September 2017 35

8/25/17 1:23 PM

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Untitled-30 1

8/9/17 2:23 PM

technology

| by Tom Jackson |

TJackson@randallreilly.com

SMALLER, SMARTER AND MORE INTUITIVE: Perkins telematics SmartCap serves as a gateway to a better parts and service experience

Perkin’s SmartCap oil filler cap calls you when it’s time to change the oil.

I

magine a diesel engine oil filler cap that calls your phone when it’s time to change the oil.

That’s what Perkins unveiled at its new factory and headquarters for the Americas in Seguin, Texas.

Perkins billed its SmartCap as the world’s first low-cost engine telematics device. Unlike a typical equipment telematics system that might cost $200 and require a monthly subscription fee, the SmartCap costs just $50 (the introductory price), and the data is free.

The SmartCap looks like an ordinary oil filler cap, but contains a battery and sensor. When the sensor detects the engine running, it sends a signal to the operator’s smart phone via Bluetooth connection. The Perkins app on the operator’s phone (https://Perkins. com/myengine) then sends the information to a cloud-based website, which keeps track of the hours

accumulated. When 500 hours and other scheduled service intervals are reached, the app sends the operator a reminder to change the oil or do other required service.

By scanning a QR code on the top of the cap, the operator initializes that specific cap and engine and receives a unique ID on the website. The SmartCap and My Engine App combined will give you engine running hours; engine location; service reminders and service logs; start/stop data; and parts books and consumables information.

The SmartCap comes in three sizes that fit most Perkins engines, mechanical or electronic, ranging from 25 to 270 horsepower, and it works just as well on Perkins engines that are 20 years old as it does on engines coming off the assembly line today. It will be sold through dealers initially, but the company plans to make the Smart-

Cap standard equipment on future engines, says Ian Bradford, parts product manager.

The SmartCap will be available starting in September, and while the introductory price may go up in the future, Perkins is not looking to profit from the system, says Bradford. The larger strategy is to introduce customers to Perkins’ new service and support system, which the company also announced in Seguin.

Targeted at machine owners, rental shops and repair services, http:// perkins.com/shop will allow customers in the United States to buy parts for their Perkins engines over the internet. The look and feel of the online parts store will be familiar to anybody who uses Amazon or other online stores, and it functions in much the same manner, says Glynn Dickinson, aftermarket business systems manager.

EquipmentWorld.com | September 2017 37

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highway contractor

| by Chris Hill |

ChrisHill@randallreilly.com

MOTOR GRADER OPERATION: Which is better: using machine control or a seasoned veteran? It doesn’t matter – if there’s training.

Case CE has a partnership with Leica for the machine control system on its motor graders, including the 865B. 38 September 2017 | EquipmentWorld.com

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8/25/17 1:25 PM

O

n the surface, many contractors would say they would prefer a seasoned, experienced motor grader operator over a young buck with mastery of machine control systems.

Machine control systems have clearly shown their benefits, whether it’s Caterpillar’s Grade and Cross Slope or grade control options from Leica, Topcon or Trimble. But with motor graders considered to be one of the more difficult machines to operate in construction, experienced operators are worth their weight in gold.

So when Atlanta Paving & Concrete Construction in Norcross, Georgia, had the opportunity to use an experienced operator to train a young crew member and to learn a grade control system, it found a way to mesh both worlds.

The company employs four motor grader operators, with two having 20 years of experience each, one with

10 years and the other with about four years of experience.

Project Manager Mandy Alston says the “greenest” crew member was a younger employee who had expressed interest in learning motor grader operation after working on a base crew running compactors and skids steers. To break him in, she tapped the experience of a 20-year veteran.

“This is something we had talked about as a company – being able to pick out someone who already worked for us, who had that talent or had that potential, and make that investment,” she says. “But we also wanted to be able to spend the time training them properly and to use a peer, someone they got along with, that was also willing to share and to take an ‘underclassman’ and teach him his skill. Because an older and experienced guy is not going to be here forever.”

Alston says they began the process

with handpicking jobs that were less tedious, had less traffic or had other basic conditions. “We essentially were working two graders on site, letting him rough grade in and then let the guy training him work behind him and fine grading it,” she says.

The two spent roughly a year working side-by-side, literally riding on the grader together at times. “That was just the way to do it, to put him on the machine with him every day,” she says. “Now he’s on his own and he’s great. We bought him a new grader last year, so all of our guys are operating new graders.”

Grade control training Since the two had worked well together in training, Alston says, it made sense to have them learn about their machines’ grade control system. Atlanta Paving runs Caterpillar motor graders and uses Cat Grade Control on its new machines.

(Washington State DOT)

Graders prepare a detour for a paving project on SR 410 in Washington State.

EquipmentWorld.com | September 2017 39

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highway contractor “Those two guys have learned that system together, because my 20-year veteran had been working off the old-school way of doing things,” Alston says. “I think the biggest issue with the grade control and what seems to work well for us is that we now have 10- and 12-hour days, and we’ve got guys that can efficiently work 12 hours.

Whereas the old way, without grade control, was a lot slower and less efficient.”

She adds that the grade control makes a big difference for younger operators.

“It used to be that you could watch their feet and watch that clutch and see that they’re just barely on it,” she says. “…The new shifting and operation is more like silk. It runs so much different.”

But she says new machines still require a skilled operator.

“With a motor grader operator, it’s like painting,” she says. “There’s a certain amount of finesse, and it’s a talent for sure.”

| continued

Minding the skills gap With a growing skills gap and operators aging out, it’s becoming harder for contractors to find skilled operators. And without a system similar to Atlanta Paving’s, contractors could be stuck with hiring inexperienced operators and no way to bring them up to speed.

In an attempt to narrow this broadening chasm, the Idaho Transportation Department (ITD) recently held a three-and-a-half-week heavy equipment training course in Coeur d’Alene funded partly through federal support. Motor grader operation was part of the training.

Russ Rivera, a compliance officer with ITD’s Office of Civil Rights, spearheaded the program.

“We had spent a lot of time arguing with contractors, and we spent a lot of time pointing the finger at people for not having skilled employees out in the workforce,” Rivera says. “At one point, we couldn’t ignore the fact that there was a need for skilled employees out in

the workforce, and that there was money available through the federal government to provide for programs like this to get the skill levels of Idaho residents up to where they need to be. So we decided that we would try to take a more proactive approach, be a little bit more innovative and try to solve the problems that are out on our construction projects before they get any worse than they already are.”

The response rate for applications to the program highlight both the interest and need for such training, he says.

“We had roughly 670 students apply to the program, and we were only allowed to bring in 20 students out of those,” Rivera explains.

One of the students, Mike Phillips, took the training to expand his skills in excavating and installing water pipes for the city of Burley, Idaho.

“There’s a lot of information to be taken in and it’s stressful, but it’s a good kind of stress,” Phillips says.

“I think that is how we learn. You

(Washington State DOT)

A grader works on a flyover ramp from SR 522 to U.S. 2 in Washington State.

40 September 2017 | EquipmentWorld.com

EW0917_Highway Contractor.indd 40

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JohnDeere.com/Graders

IN YOUR WORLD,

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38360 RYW_CE Untitled-13 1 Motor Grader Print Ad_FP4C.indd 1

Start with eight motor grader models, including the new 620G/GP and 622G/GP that use 10% less fuel than our larger 670G/GP models. Then choose from our new dual-joystick, EH fingertip, or traditional mechanical controls – all with a steering wheel. The icing on the cake? Horsepowers that are tops in their respective model categories. Choose your model. Choose your controls. Then Run Your World.

6/2/17 2:55 6/19/17 1:57 PM

highway contractor

| continued

learn by trial by error, and it’s been a lot of trial by error but a lot of great leadership and great mentoring.”

ITD says course graduates receive multiple safety certificates and a heavy equipment operator certificate from Associated General Contractors.

Several other state transportation agencies have developed Local Technical Assistance Programs (LTAP) through the Federal Highway Administration. There are more than 50 LTAPs and centers for Tribal Technical Assistance Programs across the country with the mission of supplying local agencies with training programs and information on technological updates. FHWA says the centers are designed to provide these resources where they may not have been accessible before and, in particular, provide road departments with workforce development services.

For example, the Minnesota LTAP offers a two-day course on motor grader operation, which includes a day of classroom training and a day of hands-on training, with the most recent session in mid-July. The program is held at the University of Minnesota Center for Transportation Studies.

The program covers operation basics, including safety and maintenance, as well as blade techniques and road grading methods, such as slopes, super elevations, ditches and drainage. It’s designed for both new and experienced operators, as well as supervisors.

On-the-job training While Alston agrees with the concept of a training center or proving grounds for safety, basic operating procedures, pre-operating checks and maintenance, she believes on-the-job training is the best way to advance skills.

“Just getting them in the feel of what it’s like to be on the machine, particularly if they’re green,” she says. “I think that with any other piece of equipment you could throw the guy on a proving ground for six or eight weeks in a controlled environment. I think that’s a great source.”

But for a motor grader operator, Alston doesn’t believe that’s a realistic expectation. It takes time and practice.

“That’s how it was for us,” she says. “You’re putting two grader operators out there or you’re putting another guy out there in training, so you’re paying for someone who’s not really creating any productivity. But I now have a guy who is a 24-year-old version of the phenomenal 40-year-old I have. And that is a comfort for us to know that we’ve got these skilled guys.”

Alston believes this is the best method for contractors to either train quality crew members or get new workers up to speed.

“You’re making an investment,” she says. “It’s no different than sending somebody to college or paid training.”

Caterpillar’s 14M3 features Grade with Cross Slope, which gives automatic control of one side of the blade.

Komatsu GD 675

John Deere 620 Grade Pro and 622 Grade Pro models feature a new dual joystick option, designed to minimize hand motion during changes and gear shifting.

42 September 2017 | EquipmentWorld.com

EW0917_Highway Contractor.indd 42

8/25/17 1:26 PM

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Untitled-3 1

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8/11/17 8:44 AM

(International Grooving & Grinding Association)

road technology

| by Chris Hill |

ChrisHill@randallreilly.com

Workers cut slots in concrete pavement for dowel bar retrofitting, one of the techniques used in concrete pavement restoration.

CONCRETE PAVEMENT RESTORATION:

C

How to give CPR to roads

oncrete pavement restoration (CPR) is much like its shared acronym, in that it restores life to worn-out pavement.

But CPR isn’t just one simple preservation process. It comprises a handful of techniques that must be applied to match certain conditions and during certain stages of pavement distress.

Jerod Gross, project manager for Snyder and Associates in Des Moines, Iowa, described this process during the recent National Pavement Preservation Conference in Nashville, Tennessee. According to Gross, the understanding of when and how to apply preservation techniques comes partly from a well-organized pavement preservation policy.

This policy needs to state “what the goal is, what is the condition of the roadway and what kind of service life do you want out of your roadway,” says Gross, who has also worked with the National Concrete Pavement Technology Center on pavement preservation management.

These factors must be determined before a treatment is selected with the corresponding roadway, technique and time. To do this, pavement owners, such as state departments of transportation and municipal road departments, need to know the pavement’s expected performance and the expectations of the driving public, which are usually a smooth road

and fewer traffic delays. They also need to know the costs.

The aim is to maximize preservation dollars and to act before a road is too far gone, Gross says.

Waiting too long can lead to agencies spending four to 10 times more to restore a road.

“It’s important to recognize where your roadway is on a pavement management curve,” Gross says.

The American Concrete Pavement Association (ACPA) says planning CPR needs to begin at roughly two-thirds to threequarters of a pavement’s original design life. For example, a 20-year pavement should undergo preservation within 12 to 15 years.

EquipmentWorld.com | September 2017 45

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| continued

Five questions Gross says pavement management revolves around five core questions: 1. What is the pavement’s condition?

This boils down to conditional analysis, in which agencies take a road inventory, such as miles of roads, condition and remaining service life.

2. What level of service will be provided?

Gross says it’s key to involve the decision-makers – city officials, for example – in the pavement management program to garner support from those providing funding. For example, one transportation agency took city officials in a van and “drove the city streets and talked about the distress they’re seeing and what’s causing the distress, and they’ve come to an agreement on the road condition,” he says. In

A finished concrete roadway after dowel bar retrofitting. Note the small grooves have been filled in and sealed.

that way, all parties can come to a consensus on a pavement condition index (PCI), for example, and determine what is allowed, what is the level of service and what is the target condition.

3. What level of deterioration is acceptable?

Gross says agencies can use multiyear data to monitor PCI and roadways. PCI changes signal the need to start looking for the root causes of deterioration and then use that information to help determine the likelihood and consequences of further deterioration. “That’s the start of that pavement management model,” he says.

4. What are the options?

Agencies must determine what their staff can do. “In the past couple of years, some of the larger municipalities in Iowa are either doing their own crack seal program or

Rehabilitation of I-35 in Daviess County, Missouri Contractor: Interstate Improvement Owner/Engineer: Missouri Department of Transportation Winner of Silver Award in ACPA’s 2015 Excellence in Concrete Pavements, in the Concrete Pavement Restoration category

T

his project involved the rehabilitation of an experimental unbonded concrete overlay constructed in 2006. Deficiencies appeared in the overlay from joint spacing, thin pavement sections, pavement faulting and settlement, and the overlay overhanging the underlying pavement.

A variety of remediation techniques were employed for the rehabilitation.

Saw cuts were installed between the joints to alleviate pavement stresses, which were causing random cracking.

Small cracks were repaired by pavement cross-stitching, and larger cracks or areas of more severe deterioration were replaced. Dowel bar retrofits were used on faulted joints.

After the repairs, the entire project was diamond ground. The alternative to the $3.5 million extension of this experimental section was an estimated $20 million asphalt overlay. The rehab project resulted in significant savings and continued performance observations of the experimental section.

(International Grooving & Grinding Association)

road technology

46 September 2017 | EquipmentWorld.com

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| continued

[ they’re hiring it out for contractors to do crack sealing or a preservation project,” Gross says. “You need to ask yourself what is most feasible for your agency and how do these strategies impact the overall performance.”

5. What’s the long-term funding solution?

To answer this question, Gross recommends agencies use a software program that processes road condition data, such as crack measurements. Programs such as MicroPAVER or dTIMS provide a variety of management tools to help establish budgets and help determine how an overall road network will perform under different funding levels. Software also provides quantitative data and assigns a road’s priority level in an agency’s capital improvement plan or management plan.

In partial-depth repair, an upper portion of the damaged concrete is milled out, then a slurry mixture is added.

CPR techniques Concrete preservation methods need to be thought of as a toolbox of techniques, Gross says. Sometimes there could be two or three different tools that an agency will want to use, but care has to be taken in going through what he refers to as a “hierarchy of techniques.”

“For example, if you have a roadway that needs concrete full-depth patching or partial patching or if you have faulted joints, you would do the full-depth repairs before you do any dowel bar retrofit,” Gross says. “Then you would hopefully do some diamond grinding, if you have funds that would allow that.

The last technique would be to reseal those cracks, because with both concrete and asphalt roads, we want to keep that water out, especially in the upper Midwest where we want to eliminate or minimize freeze-thaw distress.”

]

(Concrete Pavement Association of Minnesota)

road technology

The more common CPR methods include full-depth repair, partialdepth repair, diamond grinding and grooving, joint and crack resealing, slab stabilization and dowel bar retrofitting. Each one of these techniques, described below, has its own timeline and limitations for usage, depending on the pavement condition.

• Full-depth repair: In Iowa, Gross says, this sometimes involves placing precast sections of pavement in heavily populated areas where it isn’t feasible to close a road for extended periods of time. “They go in manufactured onsite, so we can dial them into the pavement and get the road open right away.”

• Dowel bar retrofitting: This restores load transfer from concrete panel to concrete panel. “If you have faulted joints or there is the load transfer between the joints,

48 September 2017 | EquipmentWorld.com

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| continued

(Concrete Pavement Association of Minnesota)

(Concrete Pavement Association of Minnesota)

road technology

A close-up of a milling head used in partial-depth repair. they’ll come in with a cutter, cut in three slots and put three bars on each wheel path so you’ll have a total of six bars per lane,” Goss says. He adds that this technique provides long-term rideability.

• Diamond grinding and grooving: This provides a smooth, rideable surface, and with certain cutter profiles, it can provide a low-noise roadway.

“That’s a two-step process where you have a diamond grinding up at the top and then come back and do a grooving where the blades are spaced out about three-quarters of an inch,” Gross says.

• Partial-depth repairs: Using concrete milling heads with different patterns is becoming more popular in Iowa and Minnesota, Gross says, with Minnesota leading the way. “They’ve been very successful with those, and we’d like to say, on the average, a partial-depth repair will give you at least 10 to 20 years of life if the pavement is the right candidate.”

Minnesota has several examples

where such repairs have lasted 30 years. Gross says this technique aims to rehabilitate where there is joint distress limited to the upper half or upper third of the concrete. “The overall goal is to get that loose concrete off the top, mill it out, clean out the patch, prep it and put in the patch mix,” he says. “There are good mixes out there, and we’re getting good performance.”

• Slab stabilization: This involves filling voids under the pavement with an injectable cement grout or polyurethane. This is a relatively non-destructive technique, Gross explains. “If you’re using a cement grout, you’re going to end up with a 1- to 2-inch hole in a series on a panel. If you’re using a polyurethane, you only need about a half-inch hole.”

“What we also want to identify with pavement management and the pavement preservation techniques is that when we spend the money, we get that jump in quality,” Gross says. “If you pick the right techniques at the right time,

A portion of concrete pavement that has been milled in preparation for partial-depth repair. you can bring that roadway up to an excellent condition.”

For example, partial-depth repair and diamond grinding can improve a concrete road’s quality and extend its life many years at minimal cost. But if used during the wrong conditions, problems can occur.

“If you let a road go too far, and it’s not the right tool or it’s too far down the curve to provide a preservation technique, what happens is that technique doesn’t last as long and you’re spending more money; you’re investing more money over the years,” Gross adds. “So it’s important to pick the correct tool for the correct roadway.”

50 September 2017 | EquipmentWorld.com

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CONGRATULATIONS

to the 2017 Contractor of the Year winner and finalists IN

R

E

N

W

Roy Chipley

Raymond de Vre’

Carl Jones

Hiram DuRousseau, II

Chipley Company Florence, South Carolina

Blacktop Paving Homewood, California

Carl R Jones Excavating & Hauling Fredricktown, Missouri

HD Truck & Tractor Lake Charles, Louisiana

Jim Hutzel & Charity Bennett

Leo Livengood

Matthew Whaley

KAT Excavation & Construction Hutzel’s Concrete Construction Sour Lake, Texas Malvern, Arkansas

Livengood Excavators Walnutport, Pennsylvania

Whaley and Sons Kodak, Tennessee

Richard Preston & Claudia Preston McCord

Joseph Palmer

Tom Sawyer

Marshall Flowers

McKinnley Excavating Chattanooga, Tennessee

Sawyer Construction Fremont, Nebraska

Sun Construction Darlington, South Carolina

Preston Construction Johnson City, Tennessee

Kerry & Belinda Trest

Sponsored by:

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contractor of the year

| by Marcia Gruver Doyle |

MGruver@randallreilly.com

Carl Jones, Carl Jones Excavating and Hauling City, State: Fredericktown, Missouri Year Started: 2000 Number of employees: 22 Annual revenue: $5 million to $7 million Markets served: Excavation, hauling, demolition and remediation

Maintaining a family feel while continuing to grow

W

hen Carl Jones got out of the U.S. Marine Corps in 1998, his direction was clear: he wanted to run equipment. It didn’t matter that all he had to start with was an old backhoe. He knew how to keep it running, and before long, he added a dozer and a dump truck to his yard. “The more I did, the more I got,” is how Carl explains it.

His company, Carl R. Jones Ex-

cavating & Hauling (CRJ), began by constructing ponds, roads and installing septic tanks – basically “whatever I could pick up,” he now says. “I did it by myself, then hired a guy to help me…and then I woke up one morning, and I had a bunch of people working for me.”

CRJ does a mix of governmental and private work. And from the start, Carl’s wife, Jonnie, has

headed the office. As Jonnie puts it: “He knows everything on the outside, and I know everything on the inside.”

Those inside duties include marketing, advancing and maintaining the company’s Service Disabled Veteran Owned Small Business designation (more on that later) and overseeing the company’s safety program. But Jonnie would maintain that her most important duty is being mom to their son, Robert, 18, a freshman at Mineral Area College, who eventually plans to get a civil engineering degree.

Both Carl and Jonnie have high hopes that Robert will want to eventually take CRJ’s reins, but emphasize that if that happens, it has to be Robert’s choice.

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contractor of the year |

[

Carl R. Jones Excavating & Hauling is a certified Service Disabled Veteran Owned Small Business.

In-house capabilities CRJ’s fleet now includes 11 excavators, 10 dozers and 12 artics, and the company performs most of its own maintenance. “There’s not much we don’t do in-house, including engine rebuilds, since we’ve got two different shops,” Carl says.

“And I was pretty much my own mechanic most of my life.”

In addition to the shop adjoining his office outside of Fredricktown, Missouri, CRJ has one in Dexter, Missouri, which is more central to

continued

]

work he has in the southeastern corner of the state.

Job production demands, including a new $1 million Department of Natural Resources project, are prompting Carl to buy newer equipment. “You can only buy older equipment for so long. With our production, we can’t get away with it.” But buying is key; with the exception of 30- and 40-ton artics, he stays away from renting. “I’m better off buying, and I like to have some warranty on it.”

The additional work has Carl eying a 50-ton excavator and a dozer.

“It just depends on the work,” he says. If it grows as he anticipates, he’ll rent five more artics, with an eye toward purchasing a couple.

Can-do attitude As a Marine, Carl served as a combat engineer in some extreme hotspots, including Somalia, Iraq and Guantanamo Bay. Because of injuries sustained during his tours of duty, his company is a designat-

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CRJ has contracts with both the Missouri and U.S. departments of natural resources for reclamation work.

Wife Jonnie Jones has been with the company from the start, handling office duties, including marketing and safety.

“

We know dirt and we know how to move it. And we work extremely hard at it. ” – Carl Jones

ed Service Disabled Veteran Owned Small Business. Under this federal program, an annual 3-percent goal of the total value of all prime contracts and subcontracts is set aside for companies owned by veterans such as Carl.

The can-do attitude honed by the Marines serves him well as a company owner. “If my guys are working, I’m working,” Carl says.

“Last year, I had guys getting 60 or 70 hours (a week) all year long because it’s so hard to get people.”

If there are no incidents, the crews get a bonus check every quarter. “I need them,” he says. “I can’t do this by myself.”

Since several clients, including mines and quarries, require compliance with Mine Safety and Health Administration (MSHA) rules, CRJ crews have safety training above and beyond those required by OSHA. With a 0.94 experience modification rate, Carl says he preaches safety with a military perspective: “We’re not on a battlefield, and I’m not carrying anyone home.”

CRJ performs overburden removal at several Delta Companies’ quarry sites, says Mike Martin with the firm. “They operate with the standard of doing things correctly the first time. We operate under MSHA’s strict rules, and the typical dirt contractor is not used to dealing with them. But CRJ does a great job of knowing the MSHA rules, and when they come onto a mine site, they are ready to perform work safely.”

“Carl and his wife, Jonnie, are the type of people that truly care about doing a job safely and correctly,” Martin continues. “Both of them are the reason that we continue to do business with CRJ.” Another major client is The Doe Run Company, a natural resources metal extraction firm based in St. Louis, Missouri. “We do a lot of reclamation work for them, including closing slag storage areas,” Carl says, as well as work that has to be approved by the Missouri Department of Natural Resources. (CRJ also does work for the U.S. Department of Natural Resources.)

“Even though they are large enough to offer a variety of services, they still have that small family feel,” says Genevieve Sutton with Doe Run. “They make you feel like you are their most important customer.”

Continues Sutton: “We had a lot of surprises on one particular job involving unexpected ground conditions, and they always kept me informed and were straightforward and fair. And they take safety seriously.”

Adds Scott Jinks with client Capital Sand, a sand-and-gravel supplier based in Jefferson City, Missouri: “They are there for you, whether it takes long hours, or whatever.

They’ll be there all night for you.”

“I’m just me,” Carl says simply.

“We know dirt and we know how to move it. And we work extremely hard at it.”

EquipmentWorld.com | September 2017 55

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4492

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9:47 AM

ICUEE

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| by Don McLoud |

ICUEE hits record with 28 acres of exhibit space

Want to go?

ICUEE – The Demo Show will be 8:30 a.m. to 5 p.m. October 3, 8:30 a.m. to 5 p.m. October 4 and 8:30 a.m. to 2 p.m. October 5 at the Kentucky Exposition Center, Louisville. Attendee badge fees: $49 if registered by October 2; $79, October 3-5. To register or for more details, go to www.icuee.com.

DonMcLoud@randallreilly.com

his year’s International Construction and Utility Equipment Exposition, better known as ICUEE, is heading into a record-size show, with 28 acres of utility and construction equipment and products on display.

More than 900 exhibitors have signed up to display their wares at ICUEE, and about 180 of those companies are new to the show, according to the Association of Equipment Manufacturers (AEM), which owns the event.

Held every two years, ICUEE is geared toward the electric, telecommunications, cable, natural gas, water and wastewater sectors.

Show organizers have also focused on improving education for industry professionals and have geared programs to better engage attendees.

“We’ve revamped our education program to where it’s more like a field classroom,” says Tricia Mallett, show manager, “where attendees are going from booth to booth to visit different aspects of the show instead of just sitting in that traditional classroom.”

That means the instructions on industry best practices will be paired with demonstrations of equipment in the exhibit area.

The 90-minute field sessions will focus on such topics as drones, fleet management, high-voltage transmission technology, horizontal directional drilling and vacuum excavation. Educational programs will also include the returning Utility Safety and Utility Fleet conferences and the indoor Demo Stage.

In addition, an auction to help those leaving the military find jobs will take place on October 5th. All proceeds will go to the Call of Duty Endowment, which has funded job placement for more than 34,000 veterans.

Here is a sample of some of the products ICUEE attendees will see: EquipmentWorld.com | September 2017 57

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ICUEE

| continued

AREA K EXHIBITS American Augers American Augers will demonstrate its new M-300D Mud Cleaning System, its 36/42-600E Electric Auger Boring Machine and the DD-110 20-foot rig. A schedule of events will be posted in the American Augers booth, and anyone who attends a demo will receive an American Augers and Trencor hat. Booth: K125.

Case Construction Equipment Case will show its most powerful skid steer, the SV340, and its six-model lineup of compact excavators. The SV340 is rated at 3,400 pounds operating capacity and has a bucket breakout force of 9,531 pounds. Case’s C Series compact excavators will also be on display.

Booth: K277.

R

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Hyundai Hyundai plans to bring its R35Z-9A zero-tail swing excavator, powered by a 23.7-horsepower, Tier 4 Final Yanmar engine. It has a maximum digging depth of 10 feet 3 inches and maximum reach at ground level of 17 feet 1 inch. Standard features include thumb bracket, large dozer blade, hydraulic quick coupler for attachments and hydraulics-ready auxiliary piping. Booth: K345.

Caterpillar Caterpillar will show its M315F wheeled excavator, which features large working envelopes, high breakout forces and high lifting capacities, the company says. The M315F has an operating weight of 34,810 to 39,370 pounds and runs on a 150-horsepower Tier 4 Final Cat engine. Cat also plans to bring its 304.5E2 XTC compact excavator and an F2 Series backhoe loader. Booth: K135.

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ICUEE

| continued John Deere John Deere will feature its L-Series lineup of backhoe loaders.

Models in the series include the 310L EP, 310L, 310SL, 310SL HL, 315SL, 410L and 710L. The 410L and 310SL HL can deliver up to 25 percent more backhoe lift capacity than previous K-Series models. Key updates to the series include the introduction of precision mode, enhanced pilot controllers, two new rear quick coupler offerings and a redesigned hydraulic thumb. Booth: K245.

Auto Crane Auto Crane’s NexStar crane management telematics system tracks preventive maintenance needs on cranes and accessories, allows fleet managers to monitor equipment and provides historical data on equipment. The information feeds seamlessly into third-party telematics modules, the company says. Booth: N1014.

Vacuworx Vacuworx will bring its lighter, smaller, more versatile AMC 4 and AMC 6 vacuum lifters. The lift systems are designed to work in congested streets or other tight areas on compact to mid-sized excavators and truck-mounted articulating cranes without significantly reducing the host machine’s lifting power. Vacuworx will also showcase its CM 3 Compact Modular Vacuum Lifting System designed to allow skid steers, compact track loaders, articulating wheel loaders and compact excavators to handle materials such as concrete slabs, steel plates and pipe.

Booth: K185.

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Subsite Electronics Subsite’s Commander 7 display for horizontal directional drills is designed to enhance the company’s TK RECON Series HDD Guidance System, delivering all data to both the tracker and drill operators. The Commander 7 is compatible with Apple and Android devices, has an expanded data range, faster data rate speeds and a 7-inch high-resolution screen.

Booth: K375.

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INDOOR EXHIBITS (SOUTH WING)

AREA N EXHIBITS Knapheide Knapheide plans to bring its KMT1 and KMT2 mechanic trucks. The KMT1 is designed to handle crane load capacities of up to 7,500 pounds. The KMT2 has a crane support system that transfers lift forces into the torsion box understructure and not the body to reduce the risk of damaging the body while lifting, the company says. Knapheide will also display a service body with a Dur-a-lift DTAX-39 Bucket, as well as custom utility body builds. Booth: N2046.

Yanmar Yanmar America’s Construction Equipment Division has three new wheel loaders and a crawler carrier to display. The V8, V10 and V12 wheel loaders feature parallel kinematics, a choice of quick couplers, a rear non-rigid axle and fingertip controls. The C30R-3 Crawler Carrier replaces the C30R and has a two-pump, Sharewell HDD two-motor hydrostatic drive powertrain, PipeVac, a Sharewell HDD company, will bring its vacuum lifting systems to the show. bringing a 30-percent increase in speed The company says safety was the primary focus in developing its system, and its and a 23-percent boost in traction force. vacuum pad design handles a wider range of pipe diameters. The system is powered by Booth: 1906.

EW_HALF_2017.pdf 4 12/16/16 3:10 PM the host machine’s hydraulics. Booth: K145.

WHAT ARE YOU WILLING

TO LOSE? The bid? Daylight? Another day?

Vacuworx vacuum and hydraulic lifting systems help you get the job done on time and under budget. So you can move on to the next project faster. And all of our products are engineered to keep your crew out of harm’s way. So you have one less reason to lose sleep.

VACUWORx.COM FASTER. SAFER. SMARTER. EquipmentWorld.com | September 2017 61 Untitled-15 1

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safety watch

| by Tom Jackson |

TJackson@randallreilly.com

T

he two men looked as though they were suited up, but they weren’t.

As they climbed into the platform, both a foreman and a laborer wore regulation full body harnesses and lanyards. But the supervisor neglected to clip his lanyard to the manufacturer-provided and -approved attachment point. The laborer tied off to the railing around the handrail at the perimeter of the basket, but not to an approved attachment point.

Their job was to install replacement retaining rods that hold seismic restraining pads on the underside of a freeway bridge. They were using a self-propelled telescopic boom lift and work platform. They positioned the boom lift in a dirt median between two of the freeway ramps but did not put out cones or any warning or traffic-control devices. Traffic controls had been used on this part of the project previously, but ramp closure was not permitted on workdays, as stipulated by the city DOT.

Illustration by Don Lomax

One lived, one died

After loading their tools, they got into the basket and raised it 30 feet above an elevated exit ramp. As the foreman was positioning the platform, a box truck came down the ramp and struck the aerial lift, spinning it 180 degrees and jarring the basket so hard the supervisor was thrown 50 feet horizontally and down to the next level of pavement 48 feet below. He died of his injuries.

The laborer fell 10 feet and was stopped from falling farther by his lanyard; he dangled above the road until he could be rescued. He was treated at a hospital for abdominal injuries and survived.

How this accident could have been prevented: • When working in the basket of an aerial lift, always wear an approved body harness or fall protection device and attach the lanyard to the manufacturer’s recommended attachment point.

• When working around traffic areas always put out the required temporary traffic control devices. Use a flag person to warn oncoming cars of the construction work ahead.

• Employers should provide adequate on-site supervision to ensure employees follow recommended safety practices.

• Employers should do a jobhazard analysis before work and communicate the results of that analysis to the crews.

For more on this accident see: http://bit.ly/AWP-accident For additional resources see: Highway Work Zones and Signs, Signals and Barricades, OSHA http://bit.ly/work-zone and Falls from Elevating Work Platforms, Washington State Department of L&I http://bit.ly/ falls-elevating

Date of safety talk: Leader: _____________________ Attending: EquipmentWorld.com | September 2017 63

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| por Tom Jackson |

arecía que contaban con la indumentaria adecuada, pero no era así.

Cuando subieron a la plataforma, ambos, el capataz y el obrero usaban los arneses y las amarras de cuerpo entero de acuerdo al reglamento. Pero el supervisor no enganchó su amarra al punto de acoplamiento provisto aprobado por el fabricante. El obrero la ató al barandal en torno al perímetro de la canasta de elevación, pero no en un punto de acoplamiento aprobado.

Su trabajo del día era instalar barras de retención de reemplazo que sostenían bloques de restricción sísmica en la parte inferior de un puente de autopista.

Estaban usando un brazo de elevación telescópico auto impulsado y una plataforma de trabajo. Posicionaron el brazo de extensión sobre la medianera de tierra entre dos de las rampas de la autopista, pero no colocaron conos ni ningún otro tipo de aparato de advertencia o de control de tráfico. Los controles de tráfico ya se habían usado anteriormente en esta parte del proyecto, pero el cierre de la rampa no estaba permitido en días laborales tal como lo estipulaba el Departamento de Transporte de la ciudad.

Una vez cargadas sus herramientas, se subieron a la canasta de elevación y fueron levantados 30 pies por encima de una rampa de salida elevada. Mientras el capataz estaba posicionando la plataforma, un camión con carrocería encajonada bajó la rampa y golpeó el elevador aéreo, haciéndolo girar 180 grados y sacudiendo la canasta tan fuerte que el supervisor salió disparado 50 pies de forma horizontal hacia el pavimento a 48 pies por debajo. Falleció a causa de sus heridas.

El obrero cayó 10 pies (3 metros aprox.) pero su caída fue detenida por sus amarras, aunque quedó colgando sobre la carretera hasta que pudo ser rescatado. Sobrevivió pero fue llevado al hospital donde lo trataron por heridas abdominales.

TJackson@randallreilly.com

Uno vivió, uno murió

Cómo pudo haberse prevenido este accidente: • Siempre que trabaje en la canasta de un elevador

Illustration por Don Lomax

P

alerta de seguridad

aéreo utilice un arnés corporal aprobado o un aparato de protección de caídas y acople las amarras al punto de acoplamiento recomendado por el fabricante.

• Cuando trabaje alrededor de áreas de tráfico siempre coloque los aparatos temporales de control de tráfico. Utilice un trabajador como señalizador de banderillas para advertir a los carros que se aproximan que hay un trabajo construcción más adelante.

• Los empleadores deberían brindar la supervisión del sitio adecuada para asegurarse de que los empleados siguen las prácticas de seguridad recomendadas.

• Los empleadores deberían hacer un análisis de riesgo del trabajo antes de iniciarlo, y comunicar los resultados de dicho análisis a las cuadrillas.

Para saber más sobre este accidente visite: http://www.lni.wa.gov/safety/research/face/files/foremanandlaborerfallwhenaerialliftstruckbyvehicle.pdf Para recursos adicionales visite: Zonas de autopistas y signos, señales y barricadas. OSHA (con versión en español) www.osha.gov/doc/highway_workzones/index. html y Caídas de plataformas elevadas de trabajo, Washington State Department of L&I (sólo en inglés) http://www.lni.wa.gov/Safety/HazardAlerts/ElevatingWorkPlatforms.pdf

Fecha de la charla de seguridad: Líder: Asistentes: 64 September 2017 | EquipmentWorld.com

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COME TRY OUT THE

NEW TOYS.

ICUEE 2017 | Louisville, Kentucky | October 3-5

There’s only one place you can play with all the new aerial toys before you buy them — ICUEE, North America’s Premier Utility Demo Expo. Come get your hands dirty on our 2-mile outdoor test track. Or while exploring 25 acres of exhibits. And learn about the newest technology at our indoor demo stage. Every other year we gather over 950 of the leading manufacturers. Just so you can come play.

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heavy trucks

| staff report

Kenworth’s T880S dump truck sees sales boost.

K

Kenworth bullish on work trucks after T880/S demand, dealer growth

enworth had plenty of good news to report recently at its headquarters in Kirkland, Washington.

First-half demand in 2017 for Kenworth vocational trucks is on the higher end of expectations, because of a strong construction market and interest in the firm’s new T880 and T880S models, according to the company.

“Whether you’re talking vocational or just the market in general in North America, the underlying fundamentals all remain very positive, and I certainly think we’re seeing that in the vocational segments all through the course of the year,” says Mike Dozier, Kenworth general manager and Paccar vice president.

Helping those sales is a growing number of Kenworth dealerships. The company finished 2016 with 382 dealerships and 4,700 service bays. Dozier said the company expected to reach 400 dealerships by the end of this year

and see similar growth in bays.

“The vocational market has just been a terrific positive throughout the course of the year, and we’re looking for that to continue. We’re hearing it from customers, and we’re seeing it just in activity and orders,” says Dozier.

Demand for its new T880S has been high, according to the company. At ConExpo, five of the seven trucks Kenworth brought to the show were T880S models.

When compared to the W900S, which was designed for the ready-mix market, the T880S is more versatile with a 114-inch bumper to back-ofcab measurement that allowed the company to move the cab forward 6 inches. This in turn increased the model’s payload capacity.

Axles aimed at construction applications In other Paccar news, the company

announced earlier this year that it would introduce a proprietary front axle for its Kenworth and Peterbilt brands aimed specifically at construction and other vocational applications.

The axle is designed to enhance payload and complement the Paccar power train performance.

Available with ratings of 20,000 or 22,000 pounds, the axle uses a tapered kingpin roller bearing that the company says simplifies the design and delivers enhanced steering efficiency.

The axle offers steering angles up to 50 degrees and has a five-year or 750,000-mile warranty. It will be available with standard front air disc brakes or optional drum brakes, as well as suspensions and wheel end options to meet demanding jobs.

Both axle ratings will be available in models 567, 520, 389, 365 and 348, as well as the 389 glider kit.

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concrete/asphalt attachments

| by Don McLoud |

DonMcLoud@randallreilly.com

Mix and go cement mix Eterra’s Mix and Go Cement Mixer does what its name implies when it’s attached to skid steers or compact track loaders. Operators can scoop the material, mix cement mix in the hopper and then apply the mix directly from the bucket, or with a spring-assisted side gate and chute, or with a hydraulic center chute with dispenser hose. It comes in three models, from 9 to 21 cubic feet: BMX-250, BMX450 and BMX-600. A BMX-100 model is available for compact skid steer loaders.

Turn skid steer into milling machine

Mobile drill eases operator fatigue

Bobcat’s planer attachment is designed for mating uneven pavement surfaces, cleaning up around larger milling machines, cutting drainage in parking lots, milling around manholes and tapering road edges. Its carbide-tipped bits are mounted on a revolving drum to cut and mill concrete and asphalt. The milled material then exits a rear opening. The planers come in four models, from 14 to 40 inches.

Minnich Manufacturing’s A3/A6 dowel pin drills can be mounted to an excavator, backhoe or skid steer. The pneumatically powered attachment, which features up to six drills, eliminates operator fatigue by using the carrier to transport the drill, the company says. Operators can also drill a second set of holes without having to reposition the carrier, when using the side-shift function. A dust-collection system is optional.

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concrete/asphalt attachments

| continued

Cut rate increased for milling John Deere’s four D-Series cold planer attachments – CP12D, CP18D, CP24D and CP30D – turn skid steers, compact track loaders and compact wheel loaders into milling machines.

The attachments are designed to perform street repairs, match uneven paved surfaces, cut drainage in parking lots and clean up around large milling machines. Deere added 10 percent more cut rate than the C-Series and gave the planers an angled soil-guard design to prevent the wheels from riding over millings.

Safely drill in cramped spaces Brokk has joined with TEI Rock Drills to create an alternative to jackleg drills for working in cramped spaces. The TE160 hydraulic drifter rock drill attachment can be paired with the Brokk 110 or Brokk 160 for concrete demolition and mining applications. The company says the combination of the remotecontrol demolition equipment eliminates worker fatigue caused by jackleg drills, improves drilling accuracy and allows workers to drill down to 20 feet while standing at a safe distance. The Brokk 110 can also be taken into areas with height clearances as low as 6 feet. The TE160 is 26 inches long and delivers 35 to 60 footpounds of impact energy at 5,000 to 6,500 blows per minute.

Widen roads by remote control The Road Widener FH-R attachment for skid steer and compact track loaders is designed for road shoulder and other aggregate dispersal work. It can also be used for trench repairs. The widener can lay down widths of 1 to 4 feet and

comes in right- and left-side discharge options. It is powered by standard hydraulics, and all functions can be operated by remote control. The company says it is easily maneuvered around guardrails, sign posts and other obstacles.

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NO OTHER MACHINE RAISES THE BAR SO HIGH.

When it comes to precision engineering, the Kubota SSV75 stands head and shoulders above all the rest. A hinge pin height of 128.3 inches provides a reach other skid loaders can only wish for. The proven 74.3 HP Kubota engine adds the muscle, with 5,884 pounds of breakout force. And a wider 36-inch cab entrance, optimized AC and full-suspension seat take productivity to a whole new level. Locate your dealer at KubotaUSA.com Š Kubota Tractor Corporation, 2017.

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concrete/asphalt attachments Versatile concrete pumper

| continued

Blastcrete says its RD6536 concrete pump attachment fits any skid steer for pumping grout materials, 3/8-inch shotcrete and ¾-inch structural concrete.

The 3-inch hydraulic pump is designed for insulating concrete forms, block fill, form and pour, driveways, basements and various shotcrete applications. It runs at a variable speed of up to 25 cubic yards per hour and has a vertical pumping distance of 50 feet and a horizontal distance of 250 feet. Blastcrete’s Neal Manufacturing division also has a sealcoat baffling attachment called AutoTrim that attaches to the front of Neal’s DA 350 Dual Applicator and can be retrofitted on truck-powered sealcoating units.

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72 September 2017 | EquipmentWorld.com

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Cold planer for small to mid-size jobs Case Construction Equipment says its six models of cold planer attachments, ranging from 12 to 40 inches wide, are ideal for small to mid-size milling jobs. They feature self-leveling depth adjustment plates to make precise lapper and taper cuts, a high rear spoil clearance to prevent recirculation of material, and protective shields for hydraulic and electrical components. They also feature an angled spoil guard wheel design that prevents wheels from riding over the millings.

Mix in difficult areas Cat Mixing Buckets are designed for material mixing in a variety of applications and for working in areas that are difficult to access. The attachment is designed for installing sidewalks, driveways, finish work, fence posts, and footings and floorings of small buildings. Cat offers two models: 53 gallons and 66 gallons. The mixers are available with rigid and flexible chutes, allowing a variety of ways to distribute material. The chute door is hydraulically controlled and can be opened from the cab.

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equipmentworld.com | September 2017

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AD INDEX Equipment World September, 2017 Advertiser

Web URL

Page

AEMP Membership

www.aemp.org

62

BKT USA, Inc.

www.bkt-tires.com

33

Camso

promotion.camso.co/sks700

26

Castrol

castrol.com/pc-11

Clearspan Fabric Structures

www.clearspan.com/adew

Cummins

cumminsengines.com/construction

Detroit Diesel

demanddetroit.com/engines/DD8

Ditch Witch

ditchwitch.com

Dominion Equipment Parts, LLC

www.depparts.com

Doosan

doosanequipment.com/excavator

Force America, Inc.

www.varitech-industries.com/ROADS

73

Grammer Inc.

usa.grammer.com

72

Hammond Air Conditioning, Ltd

www.hammondac.com

60

Hyundai

tomorrowsedgetoday.com

25

ICUEE Expo

icuee.com

65

John Deere

johndeere.com/smartgrade

41

Kobelco

kobelco-usa.com

43

Komatsu

komatsuamerica.com

34

Kubota Engine

kubotaengine.com/success

29

Kubota Tractor Corp

kubotausa.com

71

Liebherr Construction Equipment Co.

www.liebherr.us

16

Link-Belt Excavators

lbxco.com

31

Mobile Barriers, LLC

www.mobilebarriers.com

72

Pengo

www.pengoattachments.com

74

Pioneer Bridges

www.pioneerbridges.com

73

Progressive Commercial

progressive.com

P.

47

20

HDD

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75 49

27

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LEARNING8 ABOUT TIRES 75 FROM THE LAND OF THE GIANTS 12

4

RAM Commercial

ramtrucks.com/commercial

RoadTec

roadtec.com

23

Rubbertrax, Inc.

www.rubbertrax.com

59

Shell Lubricants

shell.us/lubricants

19

Stellar

americaneagleacc.com/info

15

Top Bid

topbid.com

66

TopCon

topconpositioning.com/MAX

36

Toy Trucker & Contractor Magazine

www.toytrucker.com

74

Trail King

trailking.com

Vactor

vactor.com

51

Vacuworx

vacuworx.com

61

Vanair

goodallmfg.com

33

VMAC

vmacair.com/g30

Volvo Construction Equipment

volvoce.com/exfactor

Volvo Trucks

volvotrucks.us

Wirtgen

wirtgen-group.com/america

BC

ZORO

zoro.com

44

10-11

7

58 IBC FC, 56

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final word | by Tom Jackson

TJackson@randallreilly.com

A tale of two trains

I

n August, a company called Texas Central announced plans to move forward on a bullet train that would link the two biggest cities in Texas. You can read our report on the announcement here: http://bit.ly/2fZ8JnE This is welcome news and it will be intriguing to see how well the Texas bullet train project moves along as compared to the California bullet train already underway. The two projects are similar in scope, but radically different in funding and execution. Which one will deliver the bigger bang for the buck? Here’s a comparison:

Distances The Texas bullet train will link Houston and Dallas-Fort Worth, a span of about 240 miles. Phase I of the California train proposes to link Los Angeles and San Francisco, a distance of about 380 driving miles but 520 miles via railroad.

Taxpayer subsidies California: $2.25 billion in federal funding and 25 percent of the state’s cap and trade greenhouse gas tax. Texas: no taxpayer money will be used. Texas Central estimates it will pay $2.5 billion in generated tax revenue back to the state, counties and cities along the route. A net plus for the taxpayers in Texas.

Number of stations California: 24 (upon completion of Phase II).

Texas: 3.

Cost California: $64 billion. Texas: $15 billion.

So, California is going to pay $123 million per mile for its bullet train, and Texas will build its for $62.5 million per mile. That’s understandable given California’s challenging terrain (36 miles of tunnels anticipated), and the route it traverses is more developed than the land in Texas.

But the big difference is that California will use your money, and Texas will not. I’m generally in favor of public funding for infrastructure. Bullet trains are different. They are not like paved roads and highways on which all of us must travel every day to live and work. Trains are an option. Commuting to work every day is not.

Another reason why the public funding matters is that once the public gets involved you can expect the costs and complications to soar.

Democracy is hardly perfect, as the ancient Greeks forewarned. When it comes to California, I suspect every flake from Haight Ashbury to Huntington Beach is going to have to have their say, not to mention the real estate sharpers, rent-seeking grifters, NIMBY nut jobs and linemy-pockets-please politicians for which the left coast is so famous. This alone, I fear, will double the price.

The good news is that the race is on. Both states are swinging for the fences. The reason our transportation infrastructure is so lousy today is because for the past 40 years neither the states nor the federal government took its future seriously.

Air travel is a nightmare in this country and getting worse. Our roads are clogged and falling apart. Trains will not only take some of the pressure off of these overloaded transportation systems, but they will allow our big cities to spread out, creating new opportunities, lowering housing costs and improving the quality of life for everybody.

The states and cities that do these kinds of big projects are going to win the future. Rail brought the country’s first line of development. The interstate system brought the second. Rail will return to bring prosperity in the future, creating new mega-regions out of cities that are too far apart for commuters but too close to make air travel worth the hassle.

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Speed, versatility and less cleanup — all reasons why our Volvo wheeled excavator helps get us a better margin.

That’s our Ex Factor.

– Ed D’Amato Jr., vice president, D’Amato Construction Co. Inc.

Family owned since 1961, Ed says D’Amato Construction is known for tackling complex projects. “We go after jobs others shy away from.

Done right, they always have a good margin.” For the last seven years, Ed says his Volvo EW55 has helped decrease the time spent on the job and increase profitability.

“It’s fast, it doesn’t tear up the ground, and we haven’t had to do a single repair since we bought it.”

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