equipmentworld.com | October 2016
MAINTENANCE: HOW TO WINTERIZE YOUR FLEET
P.
35
®
CTLs
MORE CON ARE CHOOS TRACTORS ING TRACK S OVER TIRES
P.
22
ROAD
SCIENCE: PLANNING FOR UTILITIES IS KEY FOR SITE PREP
P.
54
*Based on IHS Automotive, Polk TIPNet U.S. Class 8 Straight Truck Conventional, 10 liter and larger engines. Report period January 2014 through November 2015.
Official Hauler of
Check another item off your list. Because when Mack’s on the job, you know it’s handled. Our trucks, equipped with mDRIVE™ HD with low ratios and multispeed reverse gears, are the most versatile tools on the jobsite. And the most dependable, connected to 24/7 support and service. It’s a combination that’s made Granite ® the number-one-selling heavy-duty conventional straight truck in the U.S.* And it’s what will prepare you for your next move. MackTrucks.com/Construction
THE PRECISION TO CAREFULLY LIFT YOUR JAW UP OFF THE FLOOR. Meet the new Kubota SSV75. Built with the precision engineering you’ve come to expect from Kubota, it features a smooth running 74.3 HP Kubota diesel engine, vertical loader lift arms, a tilt-up cab and more. The SSV is pure Kubota, and delivers the kind of performance that raises eyebrows. And drops jaws. Locate your dealer today at Kubota.com/Construction.
© Kubota Tractor Corporation, 2016.
If you’re looking to lessen the impact of the new API category upgrades on your operation, go with Kendall Motor Oil. We’ve been doing on-the-road testing for more than four years with impressive results. The next generation of Kendall Motor Oil will better protect engines from damaging sludge and help improve fuel economy while reducing emissions.
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Cover Story
Vol. 28 Number 10 |
table of contents | October 2016
MACHINE MATTERS:
COMPACT TRACK LOADERS CONTINUE TO GAIN MARKET SHARE
22
Equipment 19
Marketplace
Kobelco SK300LC-10 excavator, Case Snow Pusher, Ditch Witch RT Series utility tractors, Komatsu WA270-8 wheel loader, John Deere 750K and 850K with mast-free SmartGrade, Richway Creteformer CS-6G, Elliot Equipment D105 Digger Derrick.
Although the higher front-end cost has stifled migration to CTLs in the past, contractors are weighing other factors into their purchasing decisions, and the movement from skid steers to compact track loaders has accelerated.
35 Maintenance
54 Road Science
Winterizing your fleet Even though the days are getting shorter and the weather is turning colder, this is no time to cut corners on your maintenance.
Site preparation Preparation for a paving job goes well beyond simply lining up equipment and materials and the work in readying the site. Understanding the design and specifications, soil type and utility locations can sometimes be the difference maker in a job’s profitability. EquipmentWorld.com | October 2016
7
table of contents | continued
Features 47 Technology
Cat Smartband technology can just about predict when an accident will happen – and warn you in advance.
of the Year Finalist 61 Contractor Michael Brown, B&P Excavating, Sedalia, 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 Data and Managing Editor: Lucas Stewart 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 Jason Sandlin: jasonsandlin@randallreilly.com Jordan Arsenault: jordanarsenault@randallreilly.com Art Director: Tony Brock Advertising Production Manager: Linda Hapner production@equipmentworld.com
Contractor 64 Highway Alternative intersections: With new designs, such as diverging dia-
monds, these systems are improving traffic flow, reducing construction time and lowering costs.
71 ConExpo-Con/Agg 2017 Seminars
With a record 143 educational session in 10 different tracks, ConExpo-Con/ Agg will give attendees the perfect opportunity to learn new skills or brush up on existing ones. This month, we’ll look at seminars during the first two days of the show.
Departments Record 11 On Around the table
13 Reporter IronDirect takes aim at selling Chinese brands in U.S. market, this time with a tech emphasis.
Watch 43 Safety A backhoe’s danger zone.
77 Heavy Trucks
Navistar announces partnership with Volkswagen. Peterbilt to include Cummins Westport ISL-G Near Zero engine on some truck models.
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: 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
Pickup 80 Pro Chevy debuts the 2017 Colorado. GMC unveils the 2017 Canyon All Terrain X.
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Word 86 Final Cussin’
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ON TRACK OR OFF TRACK
Choose wisely.
They’re made with cut-resistant, anti-gouge rubber compounds and reinforced with steel imbeds and internal cables. You could gamble on another brand, but genuine Bobcat® rubber tracks are the only way to ensure track durability and performance with your Bobcat compact track loader.
For more on the benefits of Bobcat tracks: Bobcat.com/ChooseTracks 1.877.745.7813 Bobcat ®, the Bobcat logo and the colors of the Bobcat machine are registered trademarks of Bobcat Company in the United States and various other countries. ©2016 Bobcat Company. All rights reserved. | P155C
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on record | by Marcia Gruver Doyle MGruver@randallreilly.com
Around the table W
ouldn’t it be great if you could sit down with a group of contractors and ask questions like these? • We’re looking at this $20,000 piece of software, but we need to generate additional efficiencies and revenue to pay for it. Has anyone had experience with this software? Is it worth it? • How do you find work in the private sector? • We had a nightmare project where we couldn’t get properly mobilized and finish our work because other contractors kept getting in the way, and the GC was no help. What’s the best way to make sure this doesn’t happen again? All of these were actual questions that came out of the Equipment World Peer Group this past June. The discussions ranged from thoughtprovoking (How do you leave a legacy? What are the values of your organization?) to downto-earth. For example, the contractor who asked the question about the nightmare job came armed with a slide show illustrating a litany of problems that his crews had to deal with during one multifamily residential project. The advice from the other contractors in the room was swift, and full of practical insight: • Have a master submission list set up during pre-construction. Submit line cost items for every additional clean up. • Have a weekly meeting with the GC and take notes, writing down any issues. Create a document that has a continual running log of the job. • Know ahead of time what the approval dollar amount limits are, and what has to go up the chain. Give a conceptual estimate up front to take away the shock and awe.
• Use Skype to communicate with each other and expedite the process, especially when dealing with key people who are offsite. • Know that relationships are key. Discuss everything on the front end, when everyone’s in a great mood. “Per our site conversations” is a polite way of saying “I’ve got you.” And the group had a final takeaway for the contractor: Use this as a case study to show your team what the warning signs are, and how they can avoid a reoccurrence. “It’s a great lesson for training new people,” advised one contractor. I’ve interviewed several contractors who have given me a great idea, some practice they’ve initiated in their own organization that’s made a difference, only to have them say, “Please don’t use that. I don’t want my competitors to know.” The beauty of a peer group is that those who are gathered around the table are not your competitors. They work across the country or in an entirely different market than you do. Problem solved: you are now free to share…and learn. This kind of give-and-take amongst non-competitive contractors can give your firm an invaluable leg up in your local market. You’ll share benchmarking data and gain insights that you can put into practice immediately in your own firm. And, you’ll gain a circle of advisers that you can call on when challenges crop up. Won’t you join us at the table?
The next Equipment World Peer Group is scheduled for November 16-18 in Tucson, Arizona. For more information, go to equipmentworldpeergroup.com.
EquipmentWorld.com | October 2016 11
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reporter
IronDirect relies on technology to deliver Chinese-made construction equipment to North America The 3-cubic-yard Lonking CDM835 loader has an operating weight of 27,060 pounds and uses a semi-automatic countershaft powershift transmission.
D
escribing itself as “an American company offering construction equipment buyers a revolutionary and safe way” to buy Chinese equipment, IronDirect has launched its online commerce site irondirect. com, offering products that it says can save owners up to 50 percent of the cost of premium machines over the first life of the machine.
Sound familiar? IronDirect has its roots in International Construction Products (ICP), a startup announced with great flare during the 2014 ConExpo show, as a way to market value-priced, Chinesemade machines to North American customers. ICP, under the leadership of industry veteran Tim Frank, shortly afterwards hit a fatal snag when IronPlanet pulled out of its plans to provide the online platform for ICP. ICP then sued Caterpillar, Volvo and Komatsu, minority owners of IronPlanet, for antitrust, a suit that a federal judge threw out of court this January. All of that is a necessary backdrop to explain the current company’s market proposition. This time, the start-up has capital muscle, provided by new owner Liquidity Services, a
surplus assets management firm based in Washington, D.C. With Liquidity Services’ backing, IronDirect has a revamped demonstration area, a 450,000-square-foot parts warehouse, and the essential breathing room to try to prove that its concept – in many ways the same as ICP’s – works. The IronDirect pitch: buy equipment online, have it serviced how you want and by whom you want, and then use Liquidity Services resources to resell it.
Buy online Through irondirect.com, the company is initially offering Lonking excavators and wheel loaders, and Shantui dozers, along with attachments from Paladin, telehandlers from Magni and undercarriages from Berco. IronDirect says the site will be built around an Amazon-like structure. Fine, but what about what you’re buying? For the most part, we’re talking about basic, Tier 3 machines, at least through this year. The Chinese manufacturers now involved in IronDirect have enough manufacturing credits with the EPA that they won’t have to start selling Tier 4 Final ma-
| staff report
Briefs uction giant Ritchie Bros. Aapproximately has acquired IronPlanet for $758.5 million.
When combined, the two companies are expected to generate online sales of $3 billion in assets during the 12 months trailing June 30, 2016. The deal will put the combined companies in the top 50 business-to-business ecommerce firms worldwide. Ritchie also announced it has entered into a long term strategic alliance with Caterpillar, in which the company will become Caterpillar’s preferred global partner for live onsite and online auctions once the IronPlanet acquisition becomes final. Under a 10-year agreement, Hyundai Heavy Industries will manufacture four compact excavator models for CNH Industrial. In addition, Hyundai will supply kits for another 10 models to be assembled by CNH Industrial, which says the agreement will allow it to produce compact excavator models up to 5 tons at its own plants, while sourcing OEM models from Hyundai above 5 tons. The models will be sold under the Case Construction Equipment and New Holland Construction brands and is expected to go on sale in 2017. Volkswagen is taking a 16.6-percent stake in Navistar, investing $256 million in the company and appointing two directors to the Navistar board of directors. Navistar officials say they expect the alliance will generate at least $200 million per year in synergies by the end of five years. Volkswagen owns three major truck brands – Scania, MAN and Volkswagen Caminhoes e Onibus – which operate in European and South American markets. The deal also gives Navistar a source of new diesel engines; the firm has been (continued on page 14) EquipmentWorld.com | October 2016 13
reporter |
Briefs (continued from page 13)
staff report
chines until 2017 or later. IronDirect says its Chinese-built machines are designed to meet or exceed the durability and reliability of competitive machines. They’ve been made specifically for the North American market. The company’s test and audit program includes multiple stages of inspections, and it issues what it’s calling a “birth certificate,” detailing inspection points and specs.
connects machine operators to IronDirect’s technical service, parts specialists and engineers to communicate one-on-one in real time to receive remote service assistance and information via voice, video and text chat. Users can also share photos, videos and documents, such as hydraulic schematics, wiring diagrams and service manuals.
Resale While ICP’s main thrust was to get Support Chinese-made machines Responsive parts and to market and offer afterservice has been a sticksales support, the Ironing point for many of the Direct proposition goes Chinese brands trying to deeper, and addresses establish a foothold in another possible buyer North America. To answer objection: resale value. this, IronDirect is using This is one of the many the “Service Your Way” ways that parent Liquidity model established at ICP. Services comes in. Customers can choose Each IronDirect mabetween three options: chine owner gets an • Self-service, in which Iron Edge membership, qualifying customers which gives discounted can perform warranty commission rates on The DirectAssist app. machines sold through repairs at their own Liquidity Services’ global facilities, getting reimbursed for labor and parts. buyer base. The company claims • Selecting a preferred pre-authothat using Iron Edge can increase a rized local dealer, which will member’s net recovery by up to 14 percent. in turn receive from IronDirect what’s needed to service the equipment. Additional manufacturers drawn • Using one of IronDirect’s authoto ecommerce rized service partners. IronDirect is positioning itself as a way to solve distribution problems; Tech assists not only for Chinese construction IronDirect is putting an emphasis equipment makers, but also for on service through technology. smaller companies that often strugEach IronDirect earthmoving magle to get the attention of dealers. chine has several QR codes. Scan In addition to Paladin and Berco, the code using IronDirect’s Directthe company will offer Magni Assist app, and you can gain access telehandlers and a Case IH tractor/ to the machine’s birth certificate (in- Miskin pull-behind scraper comcluding all component model and bination. The company has also serial numbers), the original quality announced intentions to bring in assurance report for that specific compact equipment, (including skid machine, key specs and a machine steers) and compactors, artics and walk-around daily service video. rigid frame trucks, but offered no Available for both iOS and Anspecific time frame. droid devices, the DirectAssist app – Marcia Gruver Doyle 14 October 2016 | EquipmentWorld.com
using Cummins engines since the U.S. EPA rejected its heavy duty diesel emissions technology. Pavement preservation equipment manufacturer Crafco will buy a 100,000-square foot manufacturing facility and 50 acres in Naples, Texas. The company plans to manufacture its highway maintenance and preservation equipment at the plant, in addition to its specialty roofing and waterproofing products. Vancouver-based Caterpillar dealer Finning International saw a 22-percent drop in revenues from all operations during its second quarter. The world’s largest Caterpillar dealer has operations in several countries, including Canada, Chile, Argentina, the United Kingdom and Ireland. Under a new alliance, Yanmar will sell Yahama Motor’s Viking and Viking VI utility task vehicles in the United States under the Yanmar brand. Yanmar’s agricultural dealer network will start selling the UTVs, manufactured in Yahama’s facility in Georgia, this January. Compact Power, an equipment rental company operating out of more than 1,100 Home Depot locations, has added the following machines to its available fleet: the Genie GR-20 Runabout zero-turn-radius aerial lift, the Gehl 3640E skid steer, the Toro TX1000 Dingo loader and the Ausa TH2513 telehandler. CNH Industrial has named Carl Gustaf Goransson the construction brand president of Case Construction Equipment and New Holland, as well as president of CNH’s construction equipment products segment. Goransson replaces Richard Tobin, CEO of CNH Industrial, who has been managing the company’s construction equipment segment during the interim. For more on each of these stories, go to equipmentworld.com.
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marketplace
R’S O T EDI ICK P
| by Lucas Stewart |
LucasStewart@randallreilly.com
Automatic swing priority gives full swing power during combined operations Kobelco’s newest excavator, the SK300LC-10, features a 252-horsepower, Tier 4 Final Hino engine. Kobelco says the new engine reduces fuel consumption over previous models, using a hydraulic regeneration system to minimize energy loss and maintain 37,300 pounds-feet of digging force. A new travel motor increases traction force by 10 percent without impacting travel speed. It also features independent travel, which allows it to move, lift and swing simultaneously without losing power. Automatic swing priority provides full swing power during combined operations without switching power modes. A higher boom foot cross-section, thicker arm-foot base plate and stronger foot bases add reinforcement to the structure. The new, larger cab offers wide access doors, and more efficient air conditioning and ventilation, while also giving the operator an adjustable suspension seat, radio with USB and Bluetooth functionality.
Adapt to terrain to push more snow Dial controls for ground and attachment operation Ditch Witch’s RT105, RT125, and RT125 Quad utility tractors have improved workstations with more legroom, a tilt steering column and a seat that rotates up to 120 degrees, all while keeping the 5-inch color display in full view. The new models are powered by Tier 4 Final Deutz engines, which produce 107 horsepower in the RT105 and 121 horsepower in the RT125 Quad. Upgraded controls include dials for ground and attachment operation. The RT125 Quad features the shift-on-the-fly ground drive system, which adjusts automatically by sensing load conditions, as well as an improved turning radius, better traction and flotation while digging.
Case Construction Equipment’s Sectional Snow Pushers feature a Hardox 450 steel cutting edge and moldboard sections that move independently, moving up or down in response to uneven terrain or obstacles. Case says the design saves time and reduces the use of salt by allowing more snow to be removed on the first pass. It also allows the leading edge of the pusher to “trip” on obstacles, reducing the potential for equipment or property damage. The pushers are offered in light duty (13-feet wide) up to heavy duty (17-feet wide) for use with full-sized wheel loaders. EquipmentWorld.com | October 2016 19
marketplace
| continued
Produce concrete in the back of a pickup The Creteformer CS-6G from Richway fits in most 3/4-ton sized pickups and can produce up to 40 yards of cellular concrete per day. Designed for continuous cellular concrete jobs, it has a production range of 30-100 pounds per cubic foot (pcf). The company says it can be used for culvert abandonment, sewer pipe and utility trench filling, or on larger projects such as fill areas on bridge approaches. The Creteformer has all electric drives and is powered by a Honda gas engine, which runs a 150-amp alternator. The 65-gallon water tank allows for the production of up to 30 pcf of cellular concrete between refills. It can be operated as a standalone grout pump, with a capacity of 2 cubic yards per hour.
SmartGrade mast-free GPS extended to larger dozers The SmartGrade system used on John Deere’s 750K and 850K dozers uses digital site plans and GPS to automatically adjust blade height to the correct grade, thus eliminating most survey stakes and grade checks. Compared with conventional machine control GPS systems, SmartGrade doesn’t require the use of a blade-mounted GPS receiver, nor cables running back from the blade to the machine. Instead, Deere uses Topcon’s fully integrated 3D-MC2 grade control system. Rather than using traditional masts, the 3D-MC2 incorporates two cab-mounted GPS receivers and two inertial measurement units (IMUs), placed on the body of the machine and the back of the blade. The GPS receivers locate the machine on the site relative to the site plan, and the IMUs calculate the dozer’s orientation. Algorithms combine the two sets of data to determine in real time the exact depth, position and orientation of the blade. The data is compared to a 3D digital plan of the site stored on the monitor in the cab and when the dozer is put in the fully automatic mode, the computer takes over the blade hydraulics, and will lower or raise the blade to the exact level of grade called for in the plan.
Maximum power out of the hole The new ANSI 10.31 D105 digger derrick from Elliot Equipment has 20,000 pounds-feet of available torque. The D105 uses a four-section steel boom with a 107-foot sheave height, with a 16-foot dig depth and auger spin speeds of 35 rpm in low, and 80 rpm in high. Elliot says that the high boom pin point geometry allows for maximum power out of the hole, and is equipped with a variable displacement piston pump and an ergonomic seated control console. The D105 can handle augers up to 48 inches in diameter, and has a 30,000-pound maximum lift capacity at a 10-foot radius. 20 October 2016 | EquipmentWorld.com
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machine matters
| by Richard Ries
COMPACT
TRACK LOADERS CONTINUE TO GAIN MARKET SHARE
Although the large and small sizes of CTLs have seen the most activity, midsize models continue to improve. At 74 horsepower, the new Bobcat T595 has the most power in its size class (2,200 pounds ROC) yet is only 68 inches wide with a standard bucket. 22 October 2016 | EquipmentWorld.com
At some point, compact track loaders (CTLs) will quit taking market share from skid steer loaders. But for now, the relentless march of CTLs continues, driven by the narrowing of the cost differential between the two machine types, CTLs’ enhanced suitability to common applications, and the expansion of models in a variety of sizes.
Lunch: stolen Let’s resolve this first: there are applications where skid steer loaders (SSLs) will remain dominant, such as jobs with speed requirements. Working on hard surfaces, including asphalt and concrete, is tough on both tires or tracks, but replacing tires costs less than replacing tracks. In this area, skid steers win the cost debate. Demolition sites and others with abundant debris are best left to skid steers, especially those with solid tire modifications. For almost everything else, CTLs continue to gain market share from SSLs. Combined annual sales of SSLs and CTLs remains around 65,000 to 70,000 units, but the mix is changing. For example, Compact Excavator Sales, the U.S. distributor of
IHI machines, has offered small loaders for four years. According to Kendall Aldridge, Compact president, the split of the company’s SSL to CTL sales volume by units has moved from 70/30 to 40/60 in that time period. Other OEMs report similar shifts.
Complex cost considerations There’s a $10,000-to-$20,000 price jump when moving from a skid steer to a compact track loader of comparable power and performance. Although the higher frontend hit has stifled migration to CTLs in the past, customers are weighing other factors into their purchasing decisions and the movement from skid steers to compact track loaders has accelerated.
Brent Coffey of Wacker Neuson points out that this difference is prorated over the ownership period. “If a customer plans on keeping the CTL for four or five years, that’s only $2,000 to $5,000 additional profit per year to hit break-even, which is well within the increased production a CTL can provide.” Higher residual values reduce that required additional profit even further. Compact track loaders can work in soft underfoot conditions that would stop a skid steer cold. There is no magic number of missed days that creates a break-even for the CTL, says Jorge DeHoyos, senior product manager at Kubota. “You can’t simply say, ‘I’m missing X days per week or month’ or whatever.”
With a 2,300-pound ROC (at 50 percent of tipping load), the Cat 249D is at the smaller end of bigger compact track loaders. Performance is optimized with a high performance power train featuring an Electronic Torque Management system and an electronic hand/foot throttle with decel pedal capability. A high-flow hydraulic system is available for applications that demand maximum hydraulic work tool performance. EquipmentWorld.com | October 2016 23
machine matters
Because CTLs tend to work independently, it doesn’t matter whether support equipment, such as dump trucks, can get into the work area. So if it’s too mucky for any other machine, the CTL can still be productive. The one consideration is transport; whether the truck and trailer hauling the CTL can get onto the site. Tier 4 compliance is another factor. Tier 4 engines – and, on larger machines, aftertreatment systems – cost the same for a compact track loader as for a skid steer, but represent a smaller percentage price increase for a track loader than a skid steer. This has narrowed the gap in initial acquisition cost between the two. Replacement costs of tires vs. tracks has always favored skid steers. Four tires might cost $800, while two tracks can be $4,000. Assuming tire and track service life is comparable, track replacement is five times higher over the life of the machine, and that assumption about service life may not hold up depending on the surfaces on which the two machines oper24 October 2016 | EquipmentWorld.com
| continued
Wacker Neuson offers a wide range of attachments to expand the versatility of their compact track loaders. There are 10 styles of buckets, plus brush cutters, snow removal attachments, spears, forks, brooms, augers and power rakes.
With 74.6 horsepower, an 11-foot height to hinge pin, and 7,750 pounds of bucket breakout force, Deere says the 333G rivals a backhoe or small crawler dozer, yet offers performance features those machines lack. The 2,100-pound ROC Mustang 2100RT NXT2 features HydraGlide ride control and the IdealTrax automatic track tensioning system. Its 72-horsepower Yanmar engine uses a diesel particulate filter.
“OUR OPERATORS ARE USED TO YELLOW MACHINES. BUT THEY GOT OVER THAT WHEN THEY GOT INSIDE AND THEY FELT THE POWER.”
Ralph DiGiorgio, owner – DiGiorgio & Messina Construction Co. Middleton, MA
Scan this code and see how Ralph runs Doosan Tough.
DoosanEquipment.com/Ralph1 1.877.745.7814 Doosan and the Doosan logo are registered trademarks of Doosan Corp. in the United States and various other countries around the world. ©2016 Doosan Infracore Construction Equipment America. All rights reserved. | 170
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ate. One key to minimizing track replacement cost is for the operator to run the track loader like the track loader it is, and not like a skid steer, and limit functions that accelerate track wear. The prime example is the use of 3-point turns instead of counter-rotation. If you’re working on both hard and unimproved surfaces, it may be best to invest in both a compact track loader and a skid steer. George MacIntyre of Case Construction Equipment offers this guideline: If 80 percent of the use will be off-road and 20 percent on paved surfaces, “consider splitting up your purchases between SSLs and CTLs.” Maintaining proper track tension also extends track life, and IdealTrax on Mustang compact track loaders does just that. Tracks are automatically tensioned when the engine is running and allowed to go slack when the engine is off. Brian Rabe of Gehl and Mustang says IdealTrax can provide up to 15 percent longer track life, and because track tension affects overall efficiency, IdealTrax also reduces fuel costs. And the de-tensioning feature means tracks can be removed or installed in the field. Gehl says all of these features can lead to as much as $3,000 per year in savings. Rabe challenges the conventional wisdom that hard surfaces favor skid steers. He says the lower ground pressure of CTLs minimize track wear as long as the operator practices good habits. Kevin Coleman of Caterpillar says that just as operators must treat a CTL as a tracked machine, service personnel need to be attentive to the unique needs of tracks and an undercarriage. “While roller wheels 26 October 2016 | EquipmentWorld.com
At 96.4 gross horsepower, the SVL95-2s is Kubota’s largest compact track loader. Its high-flow hydraulic system features programmable flow rates from 5 to 40 gallons per minute, making the big machine suitable for use with a wide range of attachments.
The rubber-covered inner running surface on the tracks of the IHI CL35 reduce roller wear and because there’s no metal-to-metal contact, driving vibration and noise are also reduced.
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machine matters
| continued
will need to be replaced eventually, the track and sprocket are the most commonly replaced items.” Coleman says that, as with other undercarriage-equipped machines, exchanging drive sprockets from one side of the machine to the other where possible will greatly extend sprocket life.
A good fit Applications once considered best left to skid steers are being overtaken by compact track loaders. It’s not just that CTLs can perform these tasks, it’s that they do them better. Compared to a skid steer of comparable horsepower, a CTL has more tractive effort for pushing and pulling, greater stability and lower center of gravity for managing attachments, and higher lift capacities for loading and placing. CTLs also often manage hydraulic performance better than do SSLs, giving them an advantage in applications with high-flow attachments and applications that combine the use of a high-flow auxiliary attachments with higher ground speeds. Compared to a skid steer, a CTL provides more uniform results when cold planing, although that brings into question the track wear on hard surfaces. Those same more uniform results apply when trenching, too, and tracks do less damage when trenching is done on turf and other improved surfaces. Besides the skid steer market, others are feeling the effects of growth in compact track loader sales. Small dozers are being passed over for CTLs by some customers; CTLs can grade as well as dozers and do tons of tasks dozers can’t. Backhoes, utility loaders, tool carriers, and small wheel loaders also compete with CTLs, but those machines often have electronic sophistication CTLs lack. Joysticks, work and power modes, programmable attachment settings, and other advances are trickling into compact 28 October 2016 | EquipmentWorld.com
At 1,500 pounds ROC, the 150T is the smallest JCB compact track loader. JCB claims a 16 percent lower cost of ownership over competitors’ models
Electronics and other premium features come to larger models first. This 90 gross horsepower Case TV380 has keyless start, proportional auxiliary hydraulic controls on the joystick, and an advanced instrument cluster.
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machine matters
| continued
John Deere’s two new G-Series large-frame CTLs are the 331G (shown) and 333G. They feature 6.75-inch longer track frames than the machines they replace for enhanced stability and a number of electronic control options including return-todig, return-to-carry, and boom up/down self-levelling.
30 October 2016 | EquipmentWorld.com Vanair_Equip0916_PG82.indd 1
track loaders, but for now they’re a bit behind the curve. “As millennials and other tech-reliant individuals assume larger roles as company owners, we’ll keep up with their technology expectations,” says DeHoyos. “But for now, our simpler designs and limited electronics appeal to the current customer base.” CTLs’ versatility and the huge range of available attachments beg the inevitable comparison to the Swiss Army knife. But just as there are limits to how much you can carry around on a pocketknife, there are limits to what you hang off your CTL, says Lars Arnold of Volvo Construction Equipment. “There comes a point where the machine is cumbersome and having so many tools is no longer beneficial. At that point, a specialized machine makes better sense.” Aldridge says the versatility of CTLs has opened new markets for their customers. He cites stream restoration and the construction of recreational trails as examples.
Fat on both ends While mid-sized CTL offerings have remained stable, growth at the ends of the size ranges has increased significantly. OEMs generally agree that
8/24/16 11:18 AM
machines under 2,000 pounds rated operating capacity (at 35 percent of tipping load) are small, and those more than 2,500 pounds ROC are large. There’s wiggle room on what constitutes mid-size. Some say 2,000 to 2,300 pounds; others go with 2,000 to 2,500, or even 2,600 pounds. There was a time that smaller machines were gateway investments, says Gregg Zupancic, product marketing manager at Deere. “Before the cost increases of Tier 3 and Tier 4, customers started with smaller machines and moved up. That’s
With a 2,660-pound ROC and 90-horsepower engine, the C238 is the largest of New Holland’s three models of compact track loaders.
With 111.3 horsepower and a 4,107-pound ROC, the Takeuchi TL12V2 is the largest vertical lift track loader in the industry. Its capacity is 45 percent greater than the company’s TL12 radial-lift model.
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machine matters
| continued
With S’Wave tracks that measure 15.75 inches across, the Case TR310 has a total width of 74.3 inches. This wider stance provides excellent stability, better tractive effort and a ground pressure of only 5.0 psi. VMAC EquipWorld_OCT PRINT.pdf 1 9/12/2016 4:10:30 PM
not happening as much now.” Customers with small CTLs find jobs for them and rent larger machines if necessary. Besides the lower initial investment and lower ongoing costs, smaller machines also are easier to transport, fit congested work sites, and are popular with rental companies. “We introduced five new models at World of Concrete this year and they were all on the smaller end of the size scale.” While rental drives the need for smaller machines, contractors and owner-operators are interested in larger models. “Our T870 is our largest model,” says Eric Dahl of Bobcat. “Its 100-horsepower engine provides improved performance, especially with demanding attachments such as forestry cutters, planers, or trenchers.” Larger machines are often the first to see technological advances, partly because their customer base is more likely to demand such features than are the rental companies and partly because it’s easier to embed development costs into machines with higher price tags. Bobcat, for example, offers a 3D grade control system pre-install package for use with Bobcat 96- and 180-inch heavy-duty grader at-
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Sources • Eric Dahl, loader product specialist, Bobcat • George MacIntyre, product manager, Case Construction Equipment • Kevin Coleman, senior marketing engineer, Caterpillar • Brian Rabe, senior product manager for skid steer and track loaders, Gehl and Mustang • Kendall Aldridge, president, Compact Excavator Sales, IHI • George Chaney, sales manager for skid steers and compact track loaders, JCB North America • Gregg Zupancic, product marketing manager, John Deere The largest Volvo CTL is the 74-horsepower, 3,000-pound ROC MCT135C. The single loader arm provides easy access to the standard canopy or optional cab.
• Brad Wenger, marketing specialist for skid steers and compact track loaders, New Holland Construction • Michael Shebetka, product and training manager, Takeuchi-U.S. • Lars Arnold, product manager, Volvo Construction Equipment • Brent Coffey, product managers for loaders, Wacker Neuson Sales Americas
POWER
tachments on their T650 through T870 compact track loaders. “We still offer loaders with standard instrument panels and key-switch ignitions,” says Dahl. “But the trend has been toward more technology, including keyless start systems and control panels with enhanced reporting and monitoring, and improved control of attachments. This is true with all sizes of machines.”
• Jorge DeHoyos, senior product manager, Kubota Tractor Corporation
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maintenance
| by Tom Jackson |
TJackson@randallreilly.com
WINTERIZING YOUR FLEET
Get on it now: Your machines will run better this winter and be ready to rip come spring
N
othing is more annoying than a maintenance oversight causing a machine to go down – unless it’s a maintenance failure that causes a machine to go down in a howling artic wind. As the days get shorter and the weather turns colder, contractors are scrambling to finish projects. And while the work has to get
done, this is no time to cut corners on your maintenance. Winter and cold weather is almost always harder on equipment than the warmer months. Some experts even contend that more damage is done in the first ten seconds after cold-starting a diesel engine than in any other point in its operating cycle.
The best time to get maintenance done is before the snow flies.
If you want to maximize uptime given the limited daylight available in the months ahead, then now’s the time to go through your maintenance protocols with a fine-tooth comb. With each passing week, these tasks will only get harder to complete. We asked a handful of equipment experts what they recommended. Here’s what they said.
Engines • Diesel fuel. As the mercury drops, diesel can gel and develop water condensation. Filters can clog, and sediment can collect in the bottom of storage containers and the fuel tanks of unused equipment. Check your onboard fuel filters to make sure they’re clean and functioning properly. But don’t substitute a less efficient filter to fix a perceived problem with
premature plugging. A less efficient filter may extend the period before plugging occurs, but it will also allow contaminants to flow downstream. Heating diesel fuel above the cloud point is the simplest and most reliable way to avoid plugged fuel filters in the winter. An OEM-approved all-in-one fuel filter, water separator, and heater will warm the fuel close to the EquipmentWorld.com | October 2016 35
maintenance
| continued
filter element and work continuously to re-liquefy wax and ice crystals with no other add-on hardware. Talk to your fuel supplier about what they do to reduce condensation and other contaminants during transport and delivery, and what you can do at your fuel islands, storage tanks and jobsites to keep fuel clean. Also check with your fuel suppliers to ensure that they are providing winter blend diesel fuel rather than the No. 2 diesel commonly supplied in the spring and summer.
with your lube oil supplier and OEM before using any aftermarket additive. • Air filter maintenance and replacement is a routine task, but now is the ideal time to do so. Earthmoving in the summer and fall often creates a good deal of airborne dust, so your machines should be due anyway. Pop in a new filter now, and in most cases, you shouldn’t have to worry about this until well into next year. Also use this time to check for air leaks that may allow unfiltered air to be pulled into the engine. Contaminated air is a major cause of premature engine failure. • Diesel exhaust fluid or DEF is now used in almost all Tier 4 Final engines and will freeze in temperatures below 32 degrees Fahrenheit, but it can freeze and thaw in the DEF reservoirs on your machines without losing any of its functionality. DEF storage in the shop or fueling area is another matter. Make sure you’ve stored your bulk supplies of DEF where they can’t freeze, otherwise you’ll have to thaw it out before dispensing. Leave room for expansion, as DEF can swell in volume up to seven percent in the winter months.
A combination fuel filter, water separator and heater can prevent many of the fuel-related problems diesel engines experience due to cold weather. • Lube oils. As the amount of daylight shrinks, you may find it convenient to do your lube oil changes before temperatures plunge below freezing. Diesel oils “shear down” over time, which means their viscosity range shrinks. And as oil accumulates soot, it becomes thicker and harder to pump, decreasing horsepower. As a result, oil that is nearing the end of its useful life will not provide optimal engine protection, especially in those critical cold-start situations. A key consideration is the right viscosity. You may want to switch from a 15W-40 to a 5W-40 as long as you’re within the guidelines provided by your OEM. Pour point depressants are sometimes added to engine oils in cold weather, but many of today’s diesel lube oils will include this in their formulas. Check 36 October 2016 | EquipmentWorld.com
Diesel exhaust fluid (DEF) will freeze in cold temperatures. Your equipment compensates for this, but if you store your DEF outside, you may not be able to top off your reservoirs until you can thaw out the containers. • Coolants. Over the summer, operators, drivers and maintenance people may have topped off the cooling systems on many of your trucks and machines. That makes it likely that the specific gravity of these fluids is questionable. Occasionally, people top off with the wrong coolant as well. Keep in mind that coolant doesn’t just keep the engine from overheating, it also protects against freezing, scale, corrosion and pitting on the liners in diesel engines. Test the coolant with a refractometer for the best accuracy. If the engine has a coolant filter, make sure it is
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maintenance
| continued
replaced according to the OEM schedule. Also examine the radiator and coolant lines and hoses for cracks or leaks. Check to make sure the radiator cap fits tight and holds pressure. Make sure you know which coolant to use, conventional or OAT (organic acid technology), and never mix the two. • Heaters. If your truck or machine is equipped with electric block, oil pan or battery pack heaters, check these to confirm that they are working. On some machines, a crankcase breather tube heater is also used, so check that as well.
Batteries Even though cold weather won’t shorten the life of a battery, poor maintenance can stress the charging system. An undercharged battery will perform adequately in the warmer months, but at zero degrees Fahrenheit, the demands on a battery at start up can increase by 200 percent. Even in good condition, a battery in cold weather may only be able to provide 40 percent of the cranking power it has in the summer. To prevent battery failure in winter, you should first make sure your batteries are fully charged in the fall. If the battery is not sealed, check the level of the electrolyte. It should be up to the full mark. If not, the plates that have been exposed to air will never perform to their full capacity again. Also check the rated current output of the alternator and load test the current output of the battery. Make sure the battery posts and connecting cables are clean. If deposits are showing, disconnect and clean both with a little baking soda and a battery brush. Spray products applied to the posts and clamps are available at auto parts stores and can seal out moisture and improve electrical contact. If a truck or machine will be idle for any length of time, you may want to disconnect the battery and bring it inside. Connect it to a battery maintainer to keep it at a full state of charge and ready to use.
Grease Central lubrication and autolube systems may have a hard time moving grease in extremely cold temperatures. Manually greasing all the zerks on a machine can challenge even experienced maintenance technicians, because grease lubrication points tend to be in areas that are hard to access and the grease is often expected to travel down long narrow lines. Battery powered grease guns can help move stiff grease, but care should be taken not to over-pressurize the grease and blow out a fitting. Some equipment can be fitted with grease heaters to keep things flowing. But where there is a lot of temperature variability, a shift to winter grades in the fall may be your best bet. Winter grades often feature a lower viscosity base fluid and a softer NLGI (National Lubricating Grease Institute) grade. All-season greases are available, but for severe cold conditions, check with your grease supplier and OEM for recommendations.
Greases comes in different levels of hardness. Make sure you use the right grease in the wintertime to avoid damage to components or blowing out seals.
Undercarriage and cleaning
Cold weather can reduce the cranking power of your batteries by 40 percent. Make sure your battery connections are clean and tight. 38 October 2016 | EquipmentWorld.com
Pressure washing your undercarriage occasionally is a good idea, and it’s important to do so before freezing temperatures arise. Keeping track components clean will help extend their life and help you spot wear more easily. Keep accumulated snow and ice off your machines with a heated pressure washing. Mud and
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S A L E S
|
R E N TA L S
|
S E R V I C E
maintenance
| continued debris can freeze your tracks in place, making it impossible to move the machine until you can find a way to unfreeze it. The same holds true for the exterior of any machine. A thorough cleaning will remove built up mud before it freezes and help you identify oil leaks and other problems that may need attention.
Tires
Ice and mud buildup on undercarriages can lock a machine in place until it’s melted or cleaned off.
Tires can survive being outside all winter, but the air pressure in any tire goes down over time, especially when it’s cold. Be sure your tires are inflated and the stems are covered with the correct cap to prevent moisture accumulation. If you have radials, don’t drive away too quickly if they’re frozen and have flat spots where the contact patch has sat on the
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ground. Let the tire warm up before hitting highway speeds. Also, remove counterweights when not in use to reduce stress on the tires. Clean out rocks and debris between the tread blocks, and check the sidewalls for evidence of cracking.
Operator care
operators are less productive, and condensation inside the cab can obscure visibility.
Air compressors If you’re not using your air compressor daily during the winter, it’s still a good idea to start it up and let it run until it reaches operating temperature at least once a month. This is especially true where the ambient temperature is frequently below freezing. Also check all the hoses and belts on an air compressor for cracks and wear before winter begins, and replace as needed. If you’re using it daily, check the hoses and belts before you crank it up. The airend lubrication oil spec can change according to the ambient temperature, so make sure you have the correct lubrication on hand and use it according to the specs in the operator’s manual.
While today’s diesel engines don’t need a warm up period, coach your operators to give the hydraulics and other fluids a bit of time to reach their regular operating temperature before putting the machine to work. Hoses, O-rings, and some types of fittings may be frozen and rupture or crack if they’re stressed on a cold morning. That being said, also warn operators not to leave a machine idling for longer than a minute or two. Idling in cold weather will add considerable amounts of soot to the diesel Sources particulate filters and diesel oxidation catalysts. Jeremy Bailey, To keep your operators safe and Air products manager Americas, Doosan Portable Power. comfortably productive, change out the cabin air filters if your Cindy Hawkins, machines have them, and check Global product manager, fuel, at Cummins Filtration the condition of the air and heat controls in the cab. Uncomfortable
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safety watch
| by Tom Jackson |
TJackson@randallreilly.com
I
Illustration by Don Lomax
A backhoe’s danger zone
t was his first day on the job and his first day with the company. This 34-year-old Hispanic man spoke Spanish, but the rest of the three-man crew was from Brazil and only spoke Portuguese, even though they were working in New Jersey. According to the investigation, the victim’s instructions were communicated in “broken Spanish.” The crew was tasked with moving large concrete blocks from a supply stack to the retaining wall they were building. The blocks had embedded chain hooks in them that the crew members attached to a backhoe bucket. Once the blocks were chained to the bucket, the backhoe operator carried them a short distance and, with the crew’s help, positioned the blocks in the wall. None of the crew was wearing reflective vests or personal protective equipment. After doing this most of the
Date of safety talk: Attending:
day, the crew was walking back to the staging area with the chain while the operator repositioned the backhoe. Not knowing that the victim was standing inside the swing radius of the boom, the backhoe operator swung the boom around for the next block, but struck the victim and pinned him against the stack of blocks. The victim suffered major blunt force head injuries and was pronounced dead shortly afterward.
How this accident could have been prevented: • Job hazard analysis should be done prior to any work to identify any and all potential dangers. • Job-specific training should be conducted with all employees, including temps and day laborers, in a language they understand. • All employees should wear reflective vests and personal pro-
Leader:
tective equipment (PPE), including hard hats. • Backhoe operators should be trained to scan both sides of the swing radius of the boom and insure than no people are in the path of the boom. • Crews working around a backhoe should be trained to stay out of the swing radius of the boom when it is moving, and to establish eye contact with the operator before entering the danger zone. A video tutorial on the dangers of backhoe operation can be found at: www.youtube.com/ watch?v=6YnV0Xmf6w8. For more information and resources on how to prevent these types of accidents, see the full NIOSH FACE report at: www.cdc. gov/niosh/face/pdfs/14NJ074.pdf.
_____________________ EquipmentWorld.com | October 2016 43
alerta de seguridad
| por Tom Jackson |
TJackson@randallreilly.com
Illustration por Don Lomax
En la línea de fuego
E
ra su primer día en el trabajo y su primer día con la compañía. Este trabajador hispano de 34 años hablaba español, pero el resto de la cuadrilla de tres hombres era de Brasil y sólo hablaba portugués, aunque estaban trabajando en New Jersey. Según la investigación, las instrucciones le fueron comunicadas a la víctima en un “español chapurreado”. La cuadrilla tenía la tarea de mover grandes bloques de concreto de una pila de abasto hacia una pared de retención que estaban construyendo. Los bloques tenían ganchos para cadenas que los miembros de la cuadrilla sujetaban a una cubeta retroexcavadora. Una vez que los bloques estaban encadenados a la cubeta, el operador de la retroexcavadora los trasladaba por un pequeño trecho y, con la ayuda de la cuadrilla, colocaba los bloques en la pared. Ninguno de los miembros de la cuadrilla estaba usando chalecos resplandecientes o indumentaria de protección personal. Después de colocar un bloque en la pared hacia el final de la tarde, la cuadrilla estaba caminando con la cadena de regreso al área de preparación, mientras el operador reubicaba la retroexcavadora. Sin saber que la víctima estaba de pie dentro del radio de giro del brazo extensor, el operador de la retroexcavadora giró el brazo extensor a su alrededor para ir por el siguiente bloque, pero golpeó a la víctima y la aplastó contra la pila de bloques. La víctima sufrió heridas graves por impactos contundentes en la cabeza y se le declaró sin vida poco tiempo después.
Fecha de la charla de seguridad: Asistentes: 44 October 2016 | EquipmentWorld.com
Líder:
¿Cómo pudo haberse prevenido este accidente? • Antes de cualquier trabajo se debería realizar un análisis de riesgos laborales para identificar todo peligro potencial. • Todos los empleados, incluyendo jornaleros y personal temporal, deberían pasar por una capacitación específica para la tarea a realizar, en un idioma que ellos entiendan. • Todos los empleados deberían usar chalecos resplandecientes e indumentaria de protección personal, incluyendo cascos. • Los operadores de retroexcavadoras deberían ser capacitados a examinar ambos lados del radio de giro del brazo extensor, y asegurarse de que no haya personas en el trayecto del brazo extensor. • Las cuadrillas que trabajan alrededor de una retroexcavadora deberían ser capacitados para quedar fuera del radio de giro del brazo extensor cuando éste se mueve, y a mantener contacto visual con el operador antes de entrar en la zona de peligro. Usted puede encontrar un video de instrucción sobre los peligros que existen en torno a la operación de la retroexcavadora en: www.youtube.com/ watch?v=6YnV0Xmf6w8. Para más información y otros recursos sobre cómo prevenir este tipo de accidentes lea el reporte completo de NIOSH FACE en: www.cdc.gov/niosh/face/ pdfs/14NJ074.pdf.
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technology
| by Tom Jackson |
TJackson@randallreilly.com
Cat Smartband technology can just about predict when an accident will happen. Caterpillar Safety Services is using the Smartband program at big mine sites in remote locations.
The Smartband data is studied to help workers gauge their alertness levels and help companies design better schedules.
I
f we could predict accidents, we’d have fewer of them. But despite the imaginings of science fiction writers, nobody yet has been able to see into the future. When it comes to accidents in the construction, trucking and mining space, however, Caterpillar Safety Services is now using a technology that can predict with significant accuracy the odds of someone having an accident, and when. The heart of the system is the Cat Smartband, a simple and unobtrusive Fitbit-like device that feeds data into a software program that can tell when a worker is suffering from a lack of sleep and the fatigue that results. Some Cat customers are also using the Smartband with a complimentary driver safety
system (DSS), which combines dash cams trained on the drivers and sensors on the trucks that monitor hard braking, swerves and other anomalies. Caterpillar has been using these systems at several mining sites for about two years. The obvious benefit of using the Smartband and DSS systems is that they reduce the risk of sleep and fatigue related accidents. But, a deeper and more valuable benefit may be their ability to change habits and improve the performance and health of workers over the long term. Todd Dawson, fatigue solutions manager at Caterpillar, heads up the Smartband program. He’s been studying fatigue science for 30 years after noticing as a young man that family members who worked EquipmentWorld.com | September 2016 47
technology |
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night shifts always seemed to be grumpy, and those who worked in the day were happier. Since then, Dawson has been at the forefront of a scientific discipline called actigraphy, which studies the impact of poor sleep habits and fatigue on accident rates, productivity and a company’s bottom line.
Scientifically rigorous For the Caterpillar program, Dawson chose the wristwatchtype device from a company called Fatigue Science, one of the leaders in fatigue and sleep research. The device is sufficiently robust to stand up to the rigors of construction and mining work, and has best-in-class accuracy and specificity. The Smartband measures motion with an internal 3D accelerometer. When you stop moving, it assumes you are asleep. That information is downloaded into a software program that looks at patterns of activity, and matches 48 September 2016 | EquipmentWorld.com
Driver safety systems, which are sometimes used with the Smartband, combine dash cams trained on the drivers and sensors on the trucks that monitor hard braking, swerves and erratic driving that may indicate fatigue.
Drowsey is dangerous, sometimes deadly
T
he data doesn’t lie. Fatigued and over-tired workers are a huge liability to companies and other workers. According to several academic research projects quoted by Caterpillar: • Drowsy drivers account for some 100,000 accidents, 1,357 fatalities and 71,000 injury crashes in the United States each year. • Aviation statistics suggest that 4 to 7 percent of commercial aviation mishaps in the United States can be attributed to fatigue. • The injury rate associated with overtime (and, by inference, sleep loss) was 61 percent higher than jobs without overtime. Working 12 hours a day increased the hazard rate 37 percent. And working 60 hours a week increased work related illnesses and injuries by 23 percent. • People who suffer from insomnia have been found to have reduced quality of life, impaired day-to-day functioning, increased depression or anxiety, and an elevated risk of alcohol or drug abuse.
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technology |
continued
those with things like the time of day or how long it’s been since the person wearing the device last slept. “From those sleep and wake patterns, you can then get a prediction of their effectiveness or alertness level,” says Dawson. “Are they effective and alert, or are they struggling? Are they at risk for having a fatigue-related microsleep incident?”
Temporary study In the current applications, the SmartBand is worn 24/7 for about 30 days and then taken off. The data is used to study a person’s sleep habits, fatigue and awareness levels, and then as a basis to coach them to be more conscious about these. During the study period, the wearer can push a button on the device and get a score, from zero to 100, relating to their current alertness level. “If they see they’re at 85, they know they’re doing good; but if they get a score of 60, they may realize they’re struggling,” says Dawson. “What’s interesting is when we come back to the jobsite, we find groups of people discussing their scores.” Instead of bragging about how little sleep they need to function, with their Smartband scores, drivers are more likely to brag about their alertness levels.
“
Instead of bragging about how little sleep they need to function, with their Smartband scores, drivers are more likely to brag about their alertness levels.
”
50 September 2016 | EquipmentWorld.com
Coaching and health At the end of the study period, Dawson goes back to the site and discusses the individual results with all the drivers who agreed to participate in the program. The results remain anonymous, but individuals know their scores. If the data suggests that somebody has trouble sleeping, this might indicate a problem such as sleep apnea, says Dawson. Such data provides an extremely valuable snapshot of how well your crews are functioning, both short and Workers can push a button on their Smartband and long term. get an instantaneous reading on their alertness level. “People who get less sleep or are more fatigued tend to have more sick two weeks solid, and then take days, so they are absent more,” an equal amount of time off. Dawson says. “Their health care “What’s interesting is when I costs are higher and they are at have people wearing the band higher risk of having an accifor 28 days, even if I don’t know dent. I have seen studies that say what shift pattern they are on, heart disease is double the risk I can almost always tell when for people who are in that higher they’re in camp and when they’re fatigue zone.” home,” Dawson says. “When Examining shift work they’re in camp, they go to bed Mining companies are also using on time, they get good sleep, Smartband data to get a better and they wake up on an almost idea of how to structure shift work military schedule. But when they in difficult to reach locations, get home, they’re all over the such as the oil sands regions of place. Their sleep is disrupted by Canada, Dawson says. Workers in kids, dogs, neighbors; they’re out a lot of these remote sites stay in partying. There are all kinds of a camp. Often, they fly in or take distractions. But in camp, they do a long bus ride and work one or pretty good.”
technology |
continued
Having the data is the first step towards making improvements. “You may inherently know a schedule is bad, but without some information or data, it becomes a very emotional topic,” Dawson says. “But if you have data to show that a specific schedule results in lower alertness scores, then you have a rational basis for discussing changes.” In the program, only the individual volunteers see their own specific data. But the group data, collected anonymously, can be studied to find trends. “You can look at how one site performs vs. another site, one shift vs. another shift, or how people handle recovery after a string of night shifts,” Dawson says.
Driver monitoring The DSS technology that Cat-
erpillar Safety Services is using can supplement what companies and workers learn from their Smartband data. These use in-cab cameras to look for head nods, droopy eyelids, and evidence of “microsleep events,” where a driver nods off for just a second or two. The DSS program also includes sensors that monitor the truck for events such as swerving, hard braking, excessive speed or driving away with the dump body raised. Software systems behind the camera and sensor inputs can determine if these behaviors constitute a high-risk driver and send out alerts telematically to dispatchers. “We’re starting to see some interesting correlations where the watch is predicting a high risk zone for a driver and fatigue-
related microsleep event in the cab,” says Dawson.
Expanded use While Caterpillar’s Smartband solution is currently used in just mining applications, Dawson says there is no doubt that this and similar systems will migrate into the construction environment soon. Similar systems are already being used by the railroads, airlines, and oil and gas industries, he says. “The haul trucks are an easy target,” says Dawson. “When you look at a dozer, or grader, or shovel operator, it’s a different type of work. We are doing some tests on those. But, because the field of view is different and people are looking in different ways, moving around a lot more, there are some challenges to make that a reliable solution.”
To order, call (800) 430-4540 or visit www.equipmentworld.com/roady-order-form Email: roady@equipmentworld.com
2016 | EquipmentWorld.com 52 September Roady_EW_halfpage_EW0415.indd 1
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road science
| by Chris Hill |
ChrisHill@randallreilly.com
SITE PREPARATION
DECCO-Contractors Paving grading a base course for paving work on a residential contract near Rogers, Arkansas.
Success comes from a combination of planning, communication and technology integration.
P
reparation for a paving job goes well beyond simply lining up equipment and materials and readying the site. Understanding the design and specifications, soil type, and utility locations is a major step for contractors, and can make a big difference in the profitability of a job. For Eric Covington of DECCO 54 October 2016 | EquipmentWorld.com
Contractors-Paving in Rogers, Arkansas, unexpected utility interferences have been a major challenge. They aren’t things a contractor can plan or budget for when preparing for a paving job. “It’s just something you can’t foresee,” he says. “Franchise utilities seem to be the worst for Northwest Arkansas, and in a lot of conversations we have with other
contractors, the issues seem to be those electrical, gas, cable TV and telephone lines. In our neck of the woods, 90 percent of the time it’s utility delays.” Covington explains how, when these underground utilities are misallocated on the engineering plan, it can have a far-reaching negative impact. “We bid work based on hours on
DECCO-Contractors Paving
the job. We feel like we have a good reference point on how long it’s going to take a crew to perform per foot, whether it be pipe, or by the square yard, or by the ton of asphalt,” he says. “When you’re delayed, that hits your pocket.” Covington feels the problem is primarily due to inaccuracies in records, or simple placement problems, but then the blame game starts. “When we try to recoup on those additional costs from the delays, the justification to us from the owner is that we should have known. Well, how can we know if a utility has been moved, but not documented properly? It could have been moved, but either not deep enough or far enough back.”
Communication Engineers try to involve the utility folks, Covington says, and review the design to pinpoint what needs to be moved. But, follow-through is where the ball is dropped. “You hear back from the engineers, and they say they’ve had our plans and they know the depths, but we don’t know why they’re not doing it correctly,” Covington says. He doesn’t blame one particular party for this frustration, and says the issues are most likely due to the rapid growth of population, and commercial growth in the area. He says these factors result in multiple adjustments to plans over just a few years, causing utility locations to get lost in the shuffle. “Things are moving and growing at such a pace, that the utilities can’t keep up,” he says. “We’ve done some work on highway projects that the design was five years old. In that situation, the elevations might not be exact because a temporary overlay may have been put down or a piece of pipe put in. On a $6 million project we’re doing here in Rogers, they started the design on it five years ago and it’s gone through three design engineers. It’s hard to understand what everybody’s wanting.”
Base moisture removal
TenCate Mirafi H2Ri being placed for portions of I-69 in Indiana.
K
nowing the base soil type and characteristics, as well as underground utilities, is one thing, but taking into account moisture levels in site preparation can be a more complex factor. Part of combatting these moisture issues is the use of a geotextile layer as part of a road preparation plan. For example, says Bret Odgers, director of roadway reinforcement for geotextile manufacturer TenCate, expansive soils, such as those appearing in some places in Texas, will expand as they become wetter and conversely contract as they dry out. “As you can imagine, the road is expanding and contracting in different areas and you get deterioration of the road,” he explains. In Indiana, there is a lot of moisture
due to a high water table, and in places such as Alaska, the concern is freeze-thaw cycles and frost heaves. Odgers says one of the company’s products, Mirafi H2Ri, has been proven in both field trials and in the lab, to remove water at the base level. The product has been used for a few years, most notably on portions of the Dalton Highway in Alaska. “It’s being quantified by the reduction of moisture,” he says. “We had one research project that showed about a 25 percent reduction in moisture in the subgrade, compared to if there was nothing there. We’re increasing the strength of the grade and base course, which can provide a stronger, longer lasting road.”
EquipmentWorld.com | October 2016 55
road science
| continued Covington says that factor isn’t the engineer’s fault, as it’s more of an operational and budget issue. “When things go well, it’s usually something that’s designed pretty quick, is a high priority, and has everybody’s attention,” Covington says. “Questions get answered quickly, and you’re able to move on the project.” He adds that things move more smoothly when it’s a collaborative effort, and nobody is pointing fingers. ”We can’t go out and dig a bunch of holes and justify it before we bid a job and spend a lot of money out there on something speculative,” he says. “In the end, it takes having an owner, engineering company, and contractor who can all put things in per-
Grading work in the median alongside northbound I-405 in Washington State. Washington State DOT
56 October 2016 | EquipmentWorld.com BaileyBridge_BR0513_PG14.indd 1
4/23/13 9:32 AM
spective, look at the long term, and understand that if they can all come together and make an agreement on what needs to happen and make quick decisions, then it’s going to move a lot faster. And everybody’s fair to each other.”
Machine control Machine control and 3D mapping has been in use far longer in dirt work than paving, so for site preparation, it’s a popular tool. Covington has 3D control on his dozers, but hasn’t yet updated his graders. However, that may change. His company recently picked a job for a local county road where they will be placing 6 inches
Flyover ramp work on eastbound U.S. 2 to Washington 522 in Washington State. Washington State DOT
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road science
| continued
of base, and laying asphalt on top. “The county road that we’re paving is 2.2 miles, so we’re going to look at it with the Leica folks,” Covington says. “We’re thinking of doing a profile of the existing road when the county gets done, and want to build our own file. We’d basically just do a centerline profile of the existing road, and build a 3D design off of that. Then, we’ll probably rent a grader with 3D control for a month.” He describes working this way as “an adventure” for DECCO. “We’ve built new streets, greenfield streets, with GPS and grade control, but I think it’s going to be interesting to see where this goes.” For roadway repair and rehabilitation work, site preparation revolves around ‘mill and fill’ work that can also benefit from machine control. However, the benefits of this approach are only half the
58 October 2016 | EquipmentWorld.com
equation, according to Nars Laikram, manager of commercial support and development for Vögele. “For mill and fill, you’d rather use the 3D on the mill and let the paver follow what the mill did,” he says. “Whereas, if it’s new construction and you have the job files and need to erect stringline using surveyors, then it’s a big advantage just to use 3D, rather than spending the money to erect the stringline.” But the same contractor that does the milling doesn’t always do the paving. In that case, there hasn’t been a lot of buy-in from milling contractors on 3D control, according to Kevin Garcia, paving segment manager for Trimble. “They view it as slowing them down,” he says. “For them, it’s easy to set up and go. Using a 3D system and setting up slows them down because they are at a 90 per-
cent utilization rate industry-wide, and are always busy.” However, Garcia says vertically integrated contractors, those who do milling and paving, are beginning to use 3D control more. Even with contractors who do both, such as Covington, the size of the job being performed on a regular basis may dictate the adoption of 3D control on milling machinery. Covington cites a future job DECCO was awarded for a mill and fill in Siloam Springs, where curb recovery and a 2-inch overlay is to be added. “That job is ideal for being able to use 3D control, but what we’ll end up doing is using the mill, and then dial in the depth of the curb and feather out to nothing. I think that’s a job where you could use it, being 7,000 square yards and pretty straight milling.”
Grader control technology
C
aterpillar recently launched four integrated technology systems for its M Series motor graders to help with the nuances needed during site preparation. Cat GRADE with Cross Slope is a 2D system that automatically adjusts the blade slope set by the operator to create a uniform elevation change across the cutting edge. This helps cut down operator time and can potentially save fuel. The system is an optional, factoryA Caterpillar M Series 3 integrated system with no need motor grader for a base station, design files or data radios. The system can be upgraded to AccuGrade when 3D control is needed. Stable Grade can analyze and reduce machine bounce by automatically decreasing engine speed at 15 percent intervals when bounce is detected. Engine rpm increases systematically to a pre-set level when the grader stabilizes. These settings can also be adjusted. Auto Articulation provides the operator the ability to automatically articulate when steering, a benefit when working in
tight spaces and around curves, obstacles and turnarounds. The system hardware is installed on all M Series and M Series 3 motor graders from the factory, along with a 500-hour software trial. Advanced Control Joysticks provide operators the ability to steer, shift, articulate, adjust the blade, use Cat GRADE with Cross Slope, operate a snow wing, and control auxiliary hydraulics without having to remove their hands from the joysticks.
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EquipmentWorld.com | October 2016 59 ATI_Equip0115_PG073.indd 1
9/18/15 10:10 AM
CONGRATULATIONS
to the 2016 Contractor of the Year winner and finalists IN
R
E
N
W
Gregory & Dawn Tatro G. W. Tatro Jeffersonville, Vermont
Garry Boyce
David and Eric Covington
Terry Michael Brock
Boyce Excavating Slate Hill, New York
DECCO Contractors-Paving Rogers, Arkansas
Brock’s Grading and Land Clearing Hartsville, South Carolina
Tina Dieudonne
Joseph Porchetta
Dieudonne Enterprises Harahan, Louisiana
GMP Contracting South Plainfield, New Jersey
Jeff Hansen
Jack Bailey
Hansen Bros. Enterprises Grass Valley, California
JBR Incorporated Fredericksburg, Virginia
Michael Brown B & P Excavating Sedalia, Missouri
Roger, Roger Jr., Kevin and Damon Brown R. Brown Construction Willow Creek, California
Sponsored by:
Alfred Gorick Gorick Construction Binghampton, New York
James MacKay MacKay Construction Services Wilmington, Massachusetts
contractor of the year
| by Chris Hill |
ChrisHill@randallreilly.com
A focus on top-notch employees, business diversity grows success for Missouri’s Michael Brown
M
ike Brown has never had a job that wasn’t in construction. For 17 years, he worked as a general contractor superintendent for a large construction company before venturing out on his own. He started in 1992 with just one backhoe. Now that backhoe – and the desire to make a mark his own way – has resulted in a nearly $5 million a year company with 17 employees. Those employees, he says, have been the main reason for his success and his steady flow of business. “I have the best there is in this area,” he says. “All are long-term employees. They’ve been with me for lots of years. The only turnover I have at all is the occasional dump truck driver.” Turnover is a big problem for most contractors, and Brown is fortunate to only face it in one aspect of his business. The reason for this is a simple game plan. “I pay my guys
well, I treat them well and they perform well. In this area, we’re known as a company who can get the job done and that’s simply because we have the best employees.” Having the best employees begins with due diligence on his part, as Brown says he thoroughly vets potential crewmembers prior to hiring them. “I’m very selective of the people I hire because that person I hire, he represents me, whether I’m there or not,” he says. “And we’ve got good guys – we’ve got a good selection of people.” “He’s had a lot of employees for a long time,” says Greg Alderson of Boone Quarries. Alderson has known Brown for several years, both as a customer of his current company’s locations in Columbia and Sedalia, and in the “contracting world” as he describes it, when he was in the crushing business. “I’ve known of B&P Excavation for
Michael Brown, B&P Excavating City, State: Sedalia, Missouri Year Started: 1992 Number of 17 employees: Annual revenue: $3-$5 million Markets served: Site development, recycling concrete and asphalt, demolition, commercial construction
probably 10 years,” he says. “People have been with him for a while. He’s got a talented and diverse group of people working their heavy haul, excavation, concrete demo recycling business, and then obviously the dirt work side.” “He’s a very reputable contractor,” Alderson adds. That local reputation, Brown says, is built on the quality of work he gets from his employees. “I’m always getting compliments on my guys, and some customers even ask for EquipmentWorld.com | October 2016 61
contractor of the year |
continued
Site preparation and development is the largest segment of Brown’s business, but he’s well diversified, offering demolition, concrete and asphalt recycling, and general commercial construction.
certain operators,” he says. And as a result of that, Brown says if there are any problems in Sedalia requiring excavation expertise, he’s usually the one to get the call. Part of that demand comes from Brown’s attention to detail when it comes to safety, which he views as both a positive attribute of the company and essential to maintaining his employees’ wellbeing. “We have a safety meeting every morning,” he explains. “We call it our roundtable meeting. That’s something we’ve done ever since we started.” Alderson’s experience echoes the prowess of Brown’s safety efforts. “They’re very clean and safe on
“
the jobsite,” he adds, “especially in the business we’re in, where it can be so dangerous. They really promote safety practices and they’re not going to cut any corners.”
Diversification Being good at what you do, and doing it as safely as possible, will only get you so far, a point that isn’t lost on Brown. His success is also dependent on his business acumen, which relies heavily on his company’s diversified skill set. “I think diversification is what a lot of people don’t do enough,” says Alderson. “Everyone specializes when things are really great because you
These vendors only want to do the work if he’s also working on the projects… because the quality of their work is dependent on the quality of his.
62 October 2016 | EquipmentWorld.com
”
need somebody just to do that side of the job. But when it’s tougher, you’ve got to be able to do other things. Mike’s obviously been able to do that for years.” That aspect provides a valuable example for other contractors, Alderson adds. “Mike’s business plan and model seems to work. He knows how to expand and then also to pull back when times are tough, in order to get through the harder times.” Brown believes his company’s diversification contributed greatly to their success throughout the Great Recession. “We weren’t affected too much in 2008 through 2012,” he explains. “We had a large project going on that we started in 2007, and I was there for five and a half years, which were some of our best years. We had a lot of work going on, and we stayed busy year-round.” The concrete and asphalt recycling side of Brown’s business is a prime example of this diversification. “I’ve been in the recycling business since about 1999,” Brown says. “We bring concrete in from various jobs, and contractors bring me concrete.” This side of his business, in a sense, began as a result of Brown’s attention to detail, and is a testament to his business savvy foresight. “At one time, it was common practice for people to dump old concrete in ditches here and there,” he says. “I didn’t want to be retired and have to clean up something that I’d done during my working career. So, I bought a crusher and it really improved our work.” “It’s such a large investment too, buying a crusher,” Brown adds. “It’s a million-dollar investment just setting up, but it has been very profitable.” “With environmental issues and air quality, it has become more than it was when I started,” he says. “Of course, everything has. But we adhere to every rule and regulation. We’re a DNR-approved recycling center.” He sells the crushed material, or
Brown tries to keep B&P Excavating’s work within a 25-mile radius. “We just never seemed to be profitable very far from home,” he says.
uses it on his own projects. “It fills in a real void when the weather’s bad and we can’t work out on the job somewhere,” he explains. Brown’s demolition work has kept him busy as well. At the end of 2015, he took on the largest demolition contract of his career – a 200,000-square-foot manufacturing plant. “We had it down in 10 days. We didn’t think we could do the job because of how tight the deadlines were, as it had to be done by Dec. 31 for accounting reasons,” he says. “Plus, they wouldn’t let me start until Dec. 14. But on Christmas Eve, we walked out of there at noon. I’ve done lots of demolition work, but not of that magnitude.” The size and deadline weren’t the only factors worrying Brown about that job. His reputation was on the line as well. “I was afraid of not being able to do it in the timeframe that we were allowed. I came so close to not taking it, because I felt that if I told
them I could do it and I couldn’t, it would be a big problem for me. And I don’t take a job that I can’t do what I say I can do.” “But, we excel in fast-track work, and that was a perfect example,” he adds. “Nobody else in this area could have handled that job, and nobody else had the equipment or the manpower.”
His word is his bond Beyond his quality work, Brown has earned the trust of his community in Sedalia. Perhaps his greatest attribute is his word, according to Ron Ditzfield, one of B&P’s clients. “If Mike told you the sun was coming up in the west tomorrow, you probably better look west,” Ditzfield says. “Mike is a handshake kind of guy,” says Wendy Faulconer, executive director of the Missouri State Fair Foundation. “If he shakes your hand and looks you in the eye and says, ‘this is what’s going to happen,’ that’s what’s going to happen.”
Faulconer has used B&P for multiple projects at the Missouri State Fair Grounds over the past five years, and has nothing but high praise for Brown’s work and character. “He’s just a straightforward, straight shooter kind of guy,” she says. “And that’s what he expects from those that work for him. So if you’re an employee that wouldn’t meet the same standards for integrity and ethics, you might not have a job too long.” This standard, Faulconer says, has rubbed off on other fair grounds contractors. “We have vendors who do other types of work, where he might be an outside contractor, depending on the contract. These vendors only want to do the work if he’s also working on the projects…because the quality of their work is dependent on the quality of his.”
EquipmentWorld.com | October 2016 63
ALTERNATIVE INTER highway contractor
| by Chris Hill |
ChrisHill@randallreilly.com
New designs, such as diverging diamonds, improve traffic flow, are quicker to construct and can cost less than traditional interchanges.
U.S.
Hartman & Company
interchanges are undergoing a design shift; from the stale, split-phase, headto-head configuration to high-volume, semi-continuous designs such as diverging diamond interchanges (DDI) and roundabouts. Part of the impetus for this is the need to accommo-
64 October 2016 | EquipmentWorld.com
date expanding numbers of motorists, as traffic volumes steadily increase. For the first six months of 2016, the vehicle miles traveled in the United States reached a record high of 1.58 trillion miles. That’s a staggering figure, and coupled with the fact that existing interchanges are more or less landlocked in their position,
SECTIONS
Roundabouts
Diverging diamonds DDIs, also referred to as double crossover diamonds, have been built or planned in at least 29 states, which is significant considering the first one in the country
Missouri DOT
gives credence to the argument that intersection design needs a rethink. This is where interchanges, such as DDIs, fit in. Their designs eliminate conflicting left turns needed to clear opposing traffic, a feature that inherently improves safety and keeps traffic flowing.
A roundabout on Missouri 13 in Johnson County.
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The Missouri Department of Transportation’s diverging diamond interchange at U.S. 65 and Battlefied Road, completed in September 2015. The project recently won a 2016 award from the Mid-America Association of State Transportation Officials for Best Use of Innovation as part of the America’s Transportation Awards program.
oundabouts, common in Europe, are making inroads for use in lower volume intersections. Roundabouts have been used for decades in other countries, perhaps most recognizably in the United Kingdom. The FHWA estimates that since the first roundabout was built in the United States in 1990, somewhere between 3,500 and 4,000 have been built in all 50 states and Washington, D.C. Traffic flow in a roundabout is simple in concept, yet it seems to perplex many new to the intersections. In a roundabout, vehicles move counterclockwise, with incoming traffic having the burden of yielding to vehicles already in the intersection. The design removes perpendicular crossings and turns going against traffic, and creates an environment of merging at slow speeds. These intersections keep traffic flowing to reduce congestion and they have been shown to be safer than traditional intersections. The National Cooperative Highway Research Program estimates intersections that have been converted to roundabouts have a 35 percent reduction in total crashes and a 76 percent reduction in injury crashes. The benefits of a roundabout conversion are similar to that of DDIs – they’re fast and cheap. An example is a project in Jackson County, Georgia, where the Georgia Department of Transportation installed a mini-roundabout at the intersection of Georgia 11 and Georgia 124, both of which are two lanes. GDOT widened the approaches, added a central island, and repaved and striped the entire intersection for $63,000 over a few weekends in April 2013. EquipmentWorld.com | October 2016 65
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The temporary DDI used during construction of the U.S. 65 and Battlefield Road interchange. was built in 2009 at the I-44 and Kansas Expressway in Springfield, Missouri. The Missouri Department of Transportation (MoDOT) used Springfield-based construction firm Hartman & Company for the project, which ended up with several big wins: opening six months after construction started, coming in $7 million under budget ($3 million compared to a $10 million budget) and making use of the existing bridge. Fast-forward to present, and Hartman and MoDOT are still 66 October 2016 | EquipmentWorld.com
working together on DDIs in Springfield, which now has six of the intersections. Most recently, the two teamed up to complete a DDI at U.S. 65 and Battlefield Road, a project that won a 2016 award from the Mid-America Association of State Transportation Officials (MAASTO) for Best Use of Innovation, as part of the America’s Transportation Awards program. “There were a couple of things that made us pick building something new at Battlefield and 65,” says Becky Baltz, district engineer
for MoDOT’s Southwest District. “One is that the existing bridges were worn out, and the other was the heavy congestion through that interchange. We didn’t really have adequate turning lanes for all the traffic we had moving through.” Baltz says that after looking at the design of the interchange and knowing the traffic patterns experienced there, that it was easy to determine that a DDI would move the traffic well, in particular because of the volume of traffic movements onto the ramps. “The big driver of doing these
Hartman & Company
highway contractor
highway contractor things is not to be different; it’s really just an economical way to handle traffic volumes,” says Justin Wallace, vice president of operations for Hartman. “You look at one of these and see that for $3 million you can handle this volume of traffic with this design, or you could spend $10 million doing something traditional. To me, that’s the biggest advantage to them.” While they are economical in the sense that DDIs take less time to construct, Wallace says, they do present more challenges than traditional interchanges. Much of that challenge comes from lane changes and switchovers that occur throughout the construction process. But, to combat that, MoDOT came up with another first for the country – a temporary DDI configuration during construction. “In the past, we had left the intersection in its regular configuration during construction, but for this, we went ahead and used the diverging diamond configuration. It really helped move the traffic through more quickly throughout construction,” Baltz says. “We had to close half the bridge at a time, so a lot of times, we just had one lane in each direction to use. We really had to maximize how we moved traffic through the best we could to help congestion at the interchange.” However, this configuration didn’t start off as smoothly as Hartman and MoDOT hoped. Wallace says the main challenge his firm faced while creating the temporary DDI was limited space, as they were trying to put it on half an existing bridge that was already too small. This space limitation caused flat angles coming into the interchange from the driver’s perspective, which also required a lot of signage. “The first time we did that configuration was over a weekend, 68 October 2016 | EquipmentWorld.com
| continued and we opened it up on a Sunday. That morning, it was a disaster with all the cars, and we expected that,” he says. “When we opened up with those flat angles, people thought it made sense to keep veering right, as opposed to veering left as is the design. It took a
few hours to get it tweaked and dialed in to how it needed to be.” Wallace says the more the lanes can intersect at 90 degrees, the better off they are, but in this case it was a necessity because of the way it had to be built. “We only had a four-lane bridge,
History of the diverging diamond
FHWA Diverging Diamond Interchange Information Guide, 2014
A
ccording to Gilbert Chlewicki at ATS/American, which hosts the divergingdiamond.com website, he started developing the DDI as early as 2000, while a student at the University of Maryland in College Park. There, he wrote the paper. “New Interchange and Intersection Designs: The Synchronized Split-Phasing Intersection and the Diverging Diamond Interchange.” DDIs allow for free flowing turns when entering and exiting highways, and limit the number of traffic signals through which vehicles must travel. The diagram below illustrates the basics of a typical DDI design. The Federal Highway Administration (FHWA) picked up on the DDI idea and began running simulations to test the concept through the mid-2000s. FHWA found the DDI concepts reduced collisions by up to 60 percent. Throughout 2015 and 2016, the use of DDIs has exploded across the coun-
try, with major DDI completions or construction starts announced. Some recent major projects include: In April, the North Carolina Department of Transportation opened a DDI on North Carolina 133/Village Road in Brunswick County as part of its Leland Causeway Bridge Project. The Colorado Department of Transportation opened its second DDI at the McClasin Boulevard Bridge over U.S. 35 in the Louisville/Superior area in January. The agency debuted its first DDI in 2014 in Grand Junction and plans to open a third in Colorado Springs later this year. The Delaware Department of Transportation began construction on its first DDI in May at the junction of Delaware 1 and Delaware 72. The project has a budget of $7 million. The agency received a Federal Highway Administration Accelerated Innovation Deployment Demonstration grant of $1 million to help with the project.
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highway contractor so each side had a through lane and a turn lane,” he explains. “To get this new bridge built, we had to shove all the traffic over to two lanes. So then, two lanes were carrying four lanes of traffic. Four lanes couldn’t even handle the flow before. It was wild how well the temporary DDI performed. There were a lot of skeptics about it, including myself, on how well it would work, but it improved traffic flow.” One of the reasons the temporary DDI worked so well was due to assistance from engineering firm Olsson Associates of Kansas City, Missouri. MoDOT originally contracted the group for work on the design, and then Hartman hired them to help with the temporary configuration. “We really were kind of working on both sides, which is pretty atypical,” says Reid Catt, Olsson senior engineer.
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| continued
“
The big driver of doing these things is not to be different; it’s really just an economical way to handle traffic volumes.
He says a lot of the work for Hartman was the traffic control component – making adjustments to the phasing plan, and then the traffic control plan accordingly, and submitting these to MoDOT. “It was interesting to say the least, because we were contracted with both the agency and the contractor,” Catt says. “Typically that doesn’t work out, but it did in this case with the experimental temporary DDI traffic control phase.” In addition to keeping the traffic flowing, Catt says his firm was,
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in a way, also looking to create an innovative solution. “We knew we needed to maintain full access throughout construction, with exceptions for closures that had to happen, and meet the expectations of stakeholders near there,” he explains. “Somewhat superficially, we tried to think of something we could propose that would be different and set us apart. It snowballed from there in a brainstorming session. It looked like it would work and provide a benefit.”
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8/17/15 9:42 AM
ConExpo - Con/Agg Preview
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| by Lucas Stewart |
ith a record 143 educational sessions in 10 different tracks, ConExpo-Con/Agg will give attendees the perfect opportunity to learn new skills or brush up on existing ones. The show is offering a new Technology track, supplemented by the more than 75,000-square-foot, fully-interactive Tech Experience, located in front of the South Hall. The education tracks, located at the adjoining Westgate Hotel, will focus on the latest trends in aggregates, asphalt, concrete, cranes, rigging and aerial lifts, earthmoving, equipment management, maintenance, workforce development and more. Below, Equipment World is highlighting the seminars of particular interest to our audience. This month, we’ll look at the Tuesday and Wednesday seminars, and next month, we’ll examine the Thursday and Friday sessions. For a complete list of all ConExpo educational sessions, go to conexpoconagg.com.
Tuesday, March 7 9:30 – 10:30 a.m. Oil Analysis: When the Oil Speaks, You Should Listen! Speakers: Ken Hill, WearCheck USA; Michael Holloway, ALS and Tribology Oil Analysis
Effective oil and fluid analysis is an absolutely critical component of fleet management. This session will provide expert commentary on proper management of your lube program and how to interpret lab test results to make more informed decisions about your fleet, including knowing what to look for in a quality analysis program. 9:30 – 10:30 a.m. Risk Management: Emerging Data and Technologies in the Trucking Industry Speaker: Chris Nelson, ISE Software Engineering
Real risk management entails addressing the unpredictable, which includes managing your trucking company’s total cost of risk and aligning your culture around data performance. This session will give you a thorough understanding of how business models are evolving as a result of new data and technology, and how these innovations can be leveraged to improve your safety culture and increase profitability. 9:30 – 10:30 a.m. Tapping into New Technologies at the Tappan Zee Bridge Project Speaker: John Glinski, Tappan Zee Constructors
LucasStewart@randallreilly.com
ConExpo-Con/Agg March 7 -11, Las Vegas Convention Center Educational sessions run Tuesday through Friday, 9:30 a.m. – 4 p.m. at the Westgate Hotel
bridge crossing the Hudson River at one of its widest points. The reconstruction of this landmark structure began in 2013 and is scheduled to be completed in 2018. This session will review how game-changing innovations and techniques are being employed in the construction of the new bridge, from the implementation of jacking forms on the 400-foot towers, to setting the steel with left coast lifters. 9:30 – 10:30 a.m. The Next Generation Job Site: Drones Speaker: Andres Vargas, Riegl USA
Drones can add value in the construction industry in a variety of ways, from progress updates for clients, to thermal analysis. They can simplify what used to be a full day’s work into just a matter of minutes, and have become increasingly affordable, finding useful applications in estimating, surveying, monitoring jobsites for safety issues, and inspecting bridges and structures. This session will show how drones can be incorporated into your business as an important tool and a major part of your equipment fleets, including selecting the right drone to meet your needs. 9:30 – 10:30 a.m. Economic Update: Plan for the Road Ahead Speaker: Eli Lustgarten, Longbow Research
Hear what is in the forecast for the U.S. construction industry markets, including housing, capital expenditures, and energy sector outlooks. This session will also take an in-depth look at the shortand long-term prospects for the global economy.
The Tappan Zee Bridge in New York State is a cantilever EquipmentWorld.com | October 2016 71
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11:00 a.m. – 12:30 p.m. Organizational Agility and Adjusting to Change Speaker: Deborah Morrison, LaMarsh Global
A lack of predictability has become commonplace in the business landscape, and an organization’s ability to adapt in this complex environment creates competitive advantage. This presentation will address the role of change management and scenario planning, and how to reduce employee resistance to leaving comfort zones in order to better adapt to changes.
Refurbishing your equipment can not only extend its useful life, but using specific guidelines, you can also use refurbishing to recapitalize your equipment and improve its safety and reliability. This session will detail some of the pitfalls of improper refurbishment, and provide attendees with guidance on how to avoid these difficulties. Participants will also learn how to define the scope of work in order to attain the greatest value from refurbishment. 11:00 a.m. – 12:30 p.m. Extracting Big Results from Big Data, 3D Imaging, & the Internet of Things: Heavy ROI for Heavy Equipment
11:00 a.m. – 12:30 p.m. Solutions for Finding Skilled Labor
Speakers: Len Auer, ZTR Control Systems; David Boardman, CEO of Stockpile Reports; Brent Horne, ZTR Control Systems
The availability of skilled labor, or lack thereof, can directly impact your bottom line. How you fill that gap, and the resources that you use to fill it, are critical to your business. This presentation will highlight different labor resources that are available to you, from staffing agencies, to military recruitment, to tech schools and trade associations.
New technologies and big data are the new norm, but they are changing steadfast processes in mining, construction, paper and governmental transportation departments worldwide. This presentation incorporates real world case studies using 3D data and massive image sets to illustrate how construction and aggregate companies are maintaining remote physical inventories to gain a competitive edge. It will also cover practical ways to identify areas that promise the greatest ROI. Several different approaches to maintaining insightful analytics will be reviewed, as will the common challenges associated with driving process improvements and the keys to making your company’s process improvements a success.
11:00 a.m. – 12:30 p.m. Machine Control Technology in Paving and Milling Speaker: Scott Langevin, Topcon
1:00 p.m. – 2:30 p.m. Gaining Control: Productivity and Achievement Tools for the Ultra-Busy Speaker: Ron Black, The Mentor Group
Machine control technology for asphalt paving screeds and mill drums come in a variety of formats, but the appropriate solution depends entirely on the needs of the contractor and the specifications of the project. Two dimensional (2D) control systems incorporate grade and slope using angle sensors, sonic sensors and lasers. Three dimensional (3D) machine control solutions use Global Positioning Systems or Total Stations, and offer the highest possible accuracy. This session will address the differences between these two techniques and the technologies behind them, as well as the increased productivity benefits and limitations of each.
Managing multiple priorities and projects, combined with long hours, are common issues among today’s top achievers. This presentation details a novel control-point system that blends the art and science of productivity and wellness with the latest research on multi-tasking, sleep, and other variables to reduce stress, create balance, boost results on the job, and increase job satisfaction. You will learn to get control of their workload, get more done, and get home with more energy to live.
Speakers: Dave Bakkeby, Orion International; Robert Henderson, AED; Jerry Randecker, Jordan-Sitter Associates; Terry Marohl, North Dakota State College of Science
11:00 a.m. – 12:30 p.m. Making the Case for Equipment Refurbishment
Speakers: Jon Anderson, USM Restoration; Chad Cochrane, USM Restoration; Andrew Pisani CESP, USM Restoration 72 October 2016 | EquipmentWorld.com
1:00 p.m. – 2:30 p.m. Diesel Fuel Cleanliness & Tier 4 Requirements: Why Bulk Fuel Filtration is Needed in Today’s Diesel Engines Speakers: Leigh Dennis, Carolina Sunrock; Scott Grossbauer, Donaldson Company; Vern Hoppes, John Deere (not pictured)
Anybody managing and maintaining a diesel powered fleet needs
to be familiar with diesel fuel chain issues, both upstream and downstream. This presentation will explain why bulk filtration, or filtering biodiesel prior to use, should be an essential part of your contamination control process. Participants will also learn about the importance of properly grounded and bonded systems, and will review best practices and contamination prevention. 1:00 p.m. – 2:30 p.m. Precision Excavating: The What and Whys of Vacuum Excavation Speakers: Ben Schmitt, Vactor Maufacturing; Ron Spoerl, Hawk Construction
The most effective method of excavating a site with buried infrastructure is vacuum excavation. This session will provide an overview of vacuum excavation and the different ways that it can be employed by contractors, as well as the many advantages it can bring to your jobsite and bottom line. 3:00 p.m. – 4:00 p.m. Understanding Equipment Costs: Finding the Sweet Spot Speaker: Gil Gilbert, Henkels & McCoy Pipeline
The sweet spot lies somewhere between ownership costs and operating costs, but knowing the best way to cultivate the highest ROI in your equipment’s equity can be tricky. This session will explore the tools you need to better manage tracking, and help you determine the impact of your decisions on your overall fleet budget. 3:00 p.m. – 4:00 p.m. Using Technology to Build a World Class Maintenance Program Speaker: Joey Pickett, Caterpillar
Technology has given modern professional equipment managers the ability to shift maintenance programs from preventative to predictive. This session will explore how to create effective and proactive maintenance programs, reduce unplanned repairs and incorporate your operators into your maintenance program. 3:00 p.m. – 4:00 p.m. The Seasoned Veteran’s Blueprint for Leading Rapid Transformation Speaker: Ron Black, The Mentor Group
The ability to lead change is a defining quality for effective leadership, especially in the increasingly complex and demanding markets of today. This session will instruct you on how to assess the risks and rewards of change before committing resources by employing practical and revealing archetypes; Steer, Escalate, Replace, Pioneer.
3:00 p.m. – 4:00 p.m. New U.S. and Canadian Aerial Work Platform Standards Speaker: Matthew Eckstine, Haulotte
This session explores the new U.S. (ANSI) and Canadian (CSA) standards for elevating work platforms and their effect on the construction industry. Participants will be instructed on how to best incorporate these new standards into their operations. 3:00 p.m. – 4:00 p.m. Equipment Safety for Operators: Mounting and Dismounting Speakers: Corey Rimmer, Case Construction Equipment; Randy Mansell, CNA Insurance (pictured)
Equipment operators often get injured when entering, exiting, mounting and dismounting equipment and trailers, which can lead to incidents that result in severe loss. (These safety programs are vital for all heavy equipment operators.) This session will also discuss the proper techniques for mounting and dismounting, as well as demonstrations of the “Three Points of Contact” rule.
Wednesday, March 8 9:30 a.m. – 10:30 a.m. Equipment Replacement Decisions: Establishing a Standard Speaker: Mike Vorster, CEMPCentral
Equipment replacement and fleet management present asset managers with numerous challenges, but the classic economic life, or sweet spot model, is one of several tools that can be employed to rank equipment for replacement. However, other metrics should also play a role in replacement decisions. This session will explore the use of a single replacement ranking index tool that combines the various other replacement metrics in order to reduce subjectivity and bring greater order to the capital expenditures planning process. 9:30 a.m. – 10:30 a.m. Advanced Strategies for Oversize and Overweight Permit Harmonization Speaker: Stephen Todd, Specialized Carriers & Rigging Association
In this presentation, you’ll explore the latest strategies in the field of oversize and overweight trucking. Recent partnerships developed in the industry have changed long held best practices in order to improve efficiency. Better understanding these new developments will lead to greater advances towards achieving permit harmonization among all 50 states. EquipmentWorld.com | October 2016 73
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9:30 a.m. – 10:30 a.m. New Technologies in Asphalt Paving Speakers: Tim Kowalski, Wirtgen America (pictured); Val Sheedy, Ulland
Consistently producing high quality pavements is challenging. However, the advent of two new technologies could provide crews and engineers with more information than ever before to improve the consistency of paving and compacting. This session will take an in-depth look at Infrared (IR) Bar, which measures the temperature of the mat behind the paver, and Intelligent Compaction, and will explore their potential impact on the industry. 9:30 a.m. – 10:30 a.m. What Contractors Need to Know About the Rental Industry Speaker: Gregg Christensen, United Rentals
One way to increase your fleet without breaking the bank is to lease or rent equipment, rather than buying. The benefits of this method are evident; access to a broader range of equipment, outsourcing maintenance and insurance to another party, and a lower initial investment (no storage, warranties, etc.). This session will provide insight into the current state of the equipment rental industry, including some of the new innovations and technologies that can best benefit your business. 9:30 a.m. – 10:30 a.m. Work Smarter: Mastering your Mobile Device through Smart Apps Speaker: Dahlia El Gazzar, Dahlia Plus
The digital age has allowed many of us to spend more time working with hand-held devices rather than being tethered to a desk all day. This session will detail how to turn your mobile device into a ‘smart computer,’ which can deliver the same or better results than you can from the office. 9:30 a.m. – 10:30 a.m. Equipment Operator Machine Walk-Around Inspections Speaker: Joseph Giovinazzo, Petrocon
This comprehensive presentation will teach operators and mechanics what to look for in equipment walk-around inspections, including proper fluid handling techniques when topping off, and proper ISO cleanliness standards for fluid handling and hydraulics. You will also learn how to be better prepared to troubleshoot problem areas with your equipment and improve your procedures. 11:00 a.m. – 12:30 p.m. The Upskilled Workforce: Strategies for Growth Speaker: Jim Schug, FMI 74 October 2016 | EquipmentWorld.com
Upcoming technology integrations are expected to cause significant disruptions in job functions across the industry, as the impact of AI, robotics, 3D printing, and smart systems reduce the life cycle of ‘traditional’ skill sets. However, rather than replacing workers, these technologies will simply free them up to focus on different tasks. This presentation explores some of those ‘upskilling’ requirements, and what companies can do to better position and transition their employees. 11:00 a.m. – 12:30 p.m. The Future is Now! Move More Dirt at a Lower Cost Using Machine Control Speaker: William Bauman, John Deere
This presentation will take an in-depth look at the underlying efficiency opportunities in today’s earth moving processes. Participants will learn about their options and the benefits of 2D and indicate systems, including 3D systems, masted systems, and Integrated Grade Control Systems. 11:00 a.m. – 12:30 p.m. Coordinating Equipment, Trucks, & Worker Movement in Work Zones Speakers: Omar Lopez, ARTBA; Brad Sant, ARTBA
Assuring worker safety is good for everyone. This presentation, based on over a decade of industry and government research, includes step by step instructions on how to prevent worker ‘struck by’ incidents through the creation of Internal Traffic Control Plans (ITCPs). Topics discussed will include work zone access/egress, safe backing procedures and blind spot recognition. 1:00 p.m. – 2:30 p.m. I Wish Someone Would Communicate Around Here! Speaker: Brian Gareau, Brian Gareau
Though communication is a simple concept, it seems consistently difficult to execute effectively in a business environment, causing inefficiencies. Advances in technology have increased the speed and accessibility with which we communicate, but haven’t fostered a greater understanding between parties. Participants will learn to better address this gap in understanding by learning how to influence change in their organization’s communication activities and employee behaviors. 1:00 p.m. – 2:30 p.m. GPS Integration & Your Equipment Speaker: TBD
Using GPS has allowed construction crews to save countless hours when performing surveying work, and it has even proven to be more cost effective than traditional surveying techniques. This session details the broad range of operational benefits that GPS technologies can offer.
1:00 p.m. – 2:30 p.m.
3:00 p.m. – 4:00 p.m. Autonomous Machines: The Future is Now Speakers: Karen Jenkins, 5D Robotics; Phil Mann, 5D Robotics
Semi-autonomous and autonomous cars and trucks have already been demonstrated successfully, but perhaps the most useful application of this new technology is in the construction industry, where it could safely automate high-production tasks in challenging environments. This session will explore the technology behind these innovations and discuss some of the inherent issues faced by owners and operators. 1:00 p.m. – 2:30 p.m. Buy, Borrow, Lease or Rent: It’s a Matter of Risk, Not Cost Speaker: Mike Vorster, CEMPCentral
Cost isn’t the sole determinant when it comes to buying, borrowing, leasing or renting. Instead, a careful analysis of the risks involved can often be more advantageous than the relatively small and frequently obscure cost advantages of one method over another. Applying a simple decision tree model, you will learn how alternative forms of financing can be seen as complementary, rather than competitive, and weigh the relative risk factors for your company. 1:00 p.m. – 2:30 p.m. Succession Planning: The People Side of the Equation Speakers: Tery and Linda Tennant, Attainment Incorporated
When a company leader begins to consider transitioning out of day-to-day operations, there are often many legal and financial considerations to make. However, the ‘people’ side of this equation is often inadequately examined and not executed effectively. This presentation will explore the vital pieces of a comprehensive succession plan and how to execute it effectively, with your people in mind. 1:00 p.m. – 2:30 p.m. Best Practices for Asphalt Compaction Speaker: Todd Mansell, Caterpillar
Achieving adequate density and smoothness of asphalt mixtures is critical to the performance of asphalt pavements. Many factors can affect your ability to achieve density, including temperature, equipment and roller patterns. This session will cover the four forces of compaction and how they are applied by various types of rollers. You will learn how to use communication and consistency to balance laydown and compaction to achieve quality pavements.
Transitioning Effectively to a Leadership Role Speakers: Tery and Linda Tennant, Attainment Incorporated
Those who perform the best often find themselves promoted into leadership roles. However, there is a stark contrast between performing well at your own work and getting the work done effectively through others. This interactive workshop highlights some of these challenges, and then details how to focus on the things that really matter most in order to motivate your workers. 3:00 p.m. – 4:00 p.m. Master LinkedIn to Build Your Professional Brand Speaker: Dahlia El Gazzar, Dahlia Plus
LinkedIn has begun to function as a virtual business card, but what is your profile ranking? This session will teach attendees how to master LinkedIn, and explore how to enhance your professional brand and voice using this incredible online tool. 3:00 p.m. – 4:00 p.m. How Project Owners Benefit from the Equipment Management Triangle Speaker: Victor Pobihushchy CEM, independent contractor
This session will provide a new perspective on the benefits of the equipment management triangle concept in order to foster improved cooperation between end users, dealers and manufacturers. This concept uses forward thinking, advanced planning, and proper execution to provide both the contractor and owners with opportunities to reduce costs and risks while increasing profits. 3:00 p.m. – 4:00 p.m. Leveraging your OEM Relationship Speaker: Matthew Haven, Telsmith
Most of us have never had the opportunity to talk to the engineer that designed our truck, or the CEO of Ford for that matter. However, in the construction industry, we have the ability to talk to the engineers, managers and CEOs who build your equipment. You will have the chance to learn what business practices they have in common with their OEMs, as well as the many ways that OEMs can provide value to their operations.
Next month, we’ll look at the Thursday and Friday educational sessions at the show. To review all sessions available to ConExpo attendees, go to conexpoconagg.com. EquipmentWorld.com | October 2016 75
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Navistar announces strategic alliance with Volkswagen
International WorkStar dump configuration.
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avistar has announced a plan to pursue a strategic alliance with Volkswagen Truck and Bus, which includes an equity investment in Navistar by Volkswagen, agreements for technology and supply collaboration and a procurement joint venture. Under the terms of the agreement, Volkswagen will take a 16.6-percent stake in Navistar, investing $256 million in the company and appointing two directors to the Navistar board of directors. For Volkswagen, the deal represents a chance to break into
the North American truck market while Navistar says it expects to realize cumulative synergies of $500 million over the first five years of the deal. At the end of five years, Navistar officials say they expect the alliance will generate at least $200 million per year in synergies. The procurement joint venture will help both companies source parts and provide Navistar access to global sourcing opportunities and improved pricing. The technology partnership will focus on powertrain solutions and explore collaborations in commercial vehicle
development, including advanced driver assistance systems, connected vehicle solutions, platooning and autonomous technologies, electric vehicles, and cab and chassis components. Volkswagen owns three major truck brands in Scania, MAN and Volkswagen Caminhões e Ônibus – all of which operate in European and South American markets and will likely leverage Navistar’s large North American International and IC Bus dealership network for future sales. The deal will also give Navistar EquipmentWorld.com | October 2016 77
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Spec Guide To order copies of the 2016-17 Equipment World Spec Guide, fill out the form below and fax it to (205) 349-3765 or call 1-800-633-5953, ext. 1173.
s/ arCo s mpact LoBa adckerho s e Load Ex er ca s va to rs /SW hohd veer lss/Toolcar rie Craw rs ler DozeSc rsrMotor Gr aders Lase rs Of /G f-H PS igh way Tru Dick resctional Dr Paillvin s g Equipme AirntCompre ssor
The 18th
equipme
The cost of the print version is only
$49
2016-2017 MORE THAN 40 DIFF MACHINE TERENT YPE ORGANIZEDS BY SIZE
• Hamm ers/ • Skid Stee Shears • Wheel Lo rs/Compa ct Loader • Backho s • Craw aders/Toolcarriers e Loader ler Dozer • Off-Hig s • Excava s hw • Scrape tors/Sho vels rs/M • Trencher ay Trucks s/Directio • Lasers/G otor Graders nal Drills • Paving PS Equipmen t • Air Com pressors
s
Fax this form to (205) 349-3765 to order your copy today!
Or mail to: Equipment World 2016-17 Spec Guide • P.O. Box 2029 • Tuscaloosa, AL 35403-2029
✔ Yes! Please send me the Equipment World 2016-17 Spec Guide! ❑
Name __________________________________________________________________________ Company _______________________________________________________________________ Address ________________________________________________________________________ City/State/ZIP _____________________________________________________________________ Phone _______________________________________ Fax _______________________________ E-Mail __________________________________________________________________________ Quantity: ___________________________ Total Enclosed $_________________________________ Add sales tax for the following states: NC 6.5%, PA 6%, WI 5%, AL 4%, GA 7%, TX 6.25% Order by Invoice: Purchase Order #___________________________________________________________________ Order by Credit Card: ❑ Visa ❑ MasterCard ❑ American Express Name on card _____________________________________________________________________ Account number______________________________ Expiration Date_________________________ Signature_____________________________________ SSC Code ____________________________
Current equipment specs included: • Air compressors • Skid steers • Compact utility loaders • Backhoe loaders • Excavators • Wheel loaders • Toolcarriers • Crawler dozers • Scrapers • Scraper haulers
• Motor graders • Off-highway trucks • Trenchers • Directional drills • Hammers/shears • Asphalt and concrete pavers • Cold planers • Compactors • Lasers • GPS systems.
heavy trucks a source of new diesel engines, which it has been looking for since 2010 when the EPA rejected its heavy duty diesel emissions technology. In the meantime, Navistar has been using Cummins engines in its trucks. “The Cummins engine in our product is a great engine for us and we anticipate we’ll continue to offer the Cummins product for a period of time,” said Troy Clarke, Navistar president and CEO.
Peterbilt to offer Cummins Westport ISL-G Near Zero engine on some trucks
catalyst in the after-treatment to achieve emission controls that Peterbilt claims to be 90 percent lower than current EPA NOx limits. The new engine’s 320 horsepower and 1,000 pounds feet of torque match the current generation ISL-G. The natural gas used to power the engine can either be compressed
| continued
natural gas (CNG) or liquefied natural gas (LNG), but can also be run completely on renewable natural gas (RNG), as well. The Westport ISL-G Near Zero is expected to be available for production in the 320 and 520 before the new year, and will be available for the 567 in early 2017.
Introducing the future of construction, agricultural, and forestry seating! KAB has the seat you need and comfort you demand at affordable prices!
600 Series Preferred Features
500 Series Wide-Range of Applications
Cummins Westport ISL-G
P
eterbilt will offer the Cummins Westport ISL-G natural gas engine for the 320, 520, and 567 truck models. The ISL-G Near Zero engine uses a closed crankcase ventilation system (CCV) and a unique three-way
CMS Series Compact Suspension
100 Series 180° Turn-Table Versatility
800 Series Agriculture Comfort
Call 800-459-SEAT to find a dealer near you. EquipmentWorld.com | October 2016 79
pro pickup
| by Wayne Grayson |
WayneGrayson@randallreilly.com
CHEVY DEBUTS THE
2017 COLORADO
WITH NEW ENGINE AND TRANSMISSION
C
hevy recently premiered the 2017 Colorado, and though its looks on the outside are identical to last year’s model, there have been some major changes under the hood. The 2017 model features a new V6, and though the engine still displaces 3.6 liters, it manages to produce 3 more horsepower (for a total 308 horsepower) and improve torque from 269 to 275 lbs.-ft. The Colorado’s chief engineer, Stan Ludlow, says the design changes are focused around “improving everyday driving performance,”
80 October 2016 | EquipmentWorld.com
though the new engine retains the same overall double-head-cam architecture. Most of the differences from the previous model result from the inclusion of a new Hydra-Matic 8L45 transmission, which offers eight speeds and provides a wider 7.0 overall gear ratio (as opposed to 6.0). The result of these changes are a truck that is quicker off the line, even when hauling large loads, due to a higher first gear ratio. However, these quicker acceleration speeds don’t come at the expense of fuel economy, as the lower rear axle
ratios, which have reduced fuel consumption by lowering rpms at highway speeds. Chevy has stated that the improved fuel economy of the new Colorado also results from “improved variable timing for intake and exhaust, improved direct injection and, for the first time, Active Fuel Management (cylinder deactivation), which disables two cylinders under light throttle applications.” The 2017 Colorado will begin arriving at local dealerships in the fourth quarter of this year.
PS Form 3526
GMC unveils 2017 Canyon All Terrain X
Statement of Ownership, Management, and Circulation (Requester Publications Only)
1. Publication Title RANDALL PUBLISHING CO INC/EQUIPMENT WORLD
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ISSN 10577262
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Contact Person JULIE PUCKETT Telephone (205) 349-2990
8. Complete Mailing Address of Headquarters or General Business Office of Publisher PO BOX 2029 TUSCALOOSA, AL 35403-2029 9. Full Names and Complete Mailing Addresses of Publisher, Editor, and Managing Editor Publisher (Name and complete mailing address) JOE DONALD PO BOX 2029 TUSCALOOSA, AL 35403-2029 Editor (Name and complete mailing address) MARCIA GRUVER DOYLE PO BOX 2029 TUSCALOOSA, AL 35403-2029 Managing Editor (Name and complete mailing address) LUCAS STEWART PO BOX 2029 TUSCALOOSA, AL 35403-2029 10. Owner (Do not leave blank. If the publication is owned by a corporation, give the name and address of the corporation immediately followed by the names and addresses of all stockholders owning or holding 1 percent or more of the total amount of stock. If not owned by a corporation, give names and addresses of the individual owners. If owned by a partnership or other unincorporated firm, give its name and address as well as those of each individual owner. If the publication is published by a nonprofit organization, give its name and address.) Full Name
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PS Form 3526-R, September 2007 (Page 1)
PRIVACY NOTICE: See our privacy policy on www.usps.com
13. Publication Title
14. Issue Date for Circulation Data Below
RANDALL PUBLISHING CO INC/EQUIPMENT WORLD
08/01/2016 Average No. Copies Each Issue No. Copies of Single Issue During Preceding 12 Months Published Nearest to Filing Date
15. Extend and Nature of Circulation a. Total Numbers of Copies (Net press run)
I
2017 GMC Canyon All Terrain X
ntroduced in February of 2016 on the Sierra, All Terrain X is a premium off-road trim that GMC will now offer on the 2017 Canyon. Though the Canyon All Terrain X doesn’t sport the same big V8 the Sierra does, GMC has offered the 2.8-liter Duramax turbo-diesel as an option outside of the stock 3.6-liter V6 that comes standard on the 2017 Colorado. Either engine comes paired with an eight-speed gearbox. The new Canyon All Terrain X features Goodyear Wrangler DuraTrac P255/65R17 allterrain tires on 17-inch aluminum wheels, an off-road suspension, Hill Descent Control and a new transfer case shield. Other exterior features include a rear step bumper, 3-inch round step bars, a spray on bed liner and a body-color grille surround. Amenities also include heated front seats and remote start functionality. The 2017 All Terrain X is expected to hit the showroom floor of local dealerships in the fourth quarter of this year, alongside the rest of the 2017 Canyon lineup.
Outside County Paid/Requested Mail Subscriptions stated on PS Form 3541. (Include direct written request from telemarketing and Internet requests from (1) recipient, recipient, paid subscriptions including nominal rate subscriptions, employer requests, advertiser's proof copies, and exchange copies.) b. Legitimate In-County Paid/Requested Mail Subscriptions stated on Paid PS Form 3541. (Include direct written request from and/or recipient, telemarketing and Internet requests from Requested (2) recipient, paid subscriptions including nominal rate Distribution subscriptions, employer requests, advertiser's proof (By Mail copies, and exchange copies.) and Sales through Dealers and Carriers, Street Vendors, Outside (3) Counter Sales, and Other Paid or Requested Distribution the Mail) Outside USPS Copies Distributed by Other Mail Classes (4) Requested Through the USPS (e.g. First-Class Mail) c. Total Paid and/or Requested Circulation (Sum of 15b (1), (2), (3), (4)) Outside County Nonrequested Copies stated on PS Form 3541 (include Sample copies, Requests Over years old, Requests induced by a Premium, Bulk (1) 3 Sales and Requests including Association Requests, Names obtained from Business Directories, Lists, and other soruces) d. NonreIn-County Nonrequested Copies stated on PS Form quested 3541 (include Sample copies, Requests Over 3 Distribution old, Requests induced by a Premium, Bulk (2) years (By Mail Sales and Requests including Association Requests, and Names obtained from Business Directories, Lists, Outside the and other soruces) Mail) Nonrequested Copies Distributed Through the USPS (3) by Other Classes of Mail (e.g. First-Class Mail, Nonrequestor Copies mailed in excess of 10% Limit Nonrequested Copies Distributed Outside the Mail (4) (include Pickup Stands, Trade Shows, Showrooms and Other Sources)
93978
94979
53347
53135
0
0
6
7
0
0
53353
53142
39180
39340
0
0
0
0
490
350
e. Total Nonrequested Distribution (Sum of 15d (1), (2), (3), (4))
39670
39690
f. Total Distribution (Sum of 15c and 15e)
93023
92832
g. Copies not Distributed
955
2147
93978
94979
57.35 %
57.25 %
a. Requested and Paid Electronic Copies(Sum of 15c and 15e)
0
0
Total Requested and Paid Print Copies(Line 15c) + Requested/Paid b. Electronic Copies
0
0
Total Requested Copy Distribution(Line 15f)+ Requested/Paid c. Electronic Copies
0
0
0.00 %
0.00 %
h. Total (Sum of 15f and 15g) i. Percent Paid and/or Requested Circulation ((15c / 15f) times 100) 16. If total circulation includes electronic copies, report that circulation on lines below.
Paid and/or Requested Circulation (Both print and Electronic d. Percent Copies) I Certify that 50% of all my distributed copies (Electronic & Print) are legitimate requests.
17. Publication of Statement of Ownership for a Requester Publication is required and will be printed in the 10/01/2016 issue of this publication. 18. Signature and Title of Editor, Publisher, Business Manager, or Owner Title JULIE PUCKETT
Date AUD DEV DIR
09/16/2016 00:00:00 AM
I certify that all information furnished on this form is true and complete. I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) and/or civil sanctions (including civil penalties). PS Form 3526-R, September 2007 (Page 2)
PRIVACY NOTICE: See our privacy policy on www.usps.com
EquipmentWorld.com | October 2016 81
EQUIPMENT INFORMATION
Revolution Series Drives for Skid Steer, Mini Excavator and Backhoes
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Email: info@bairproducts.com
Bulletin Board
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The Easi-Grade SST fine-grade trimmer is the only choice in precision, fine grading attachments for skid steer and compact loaders. The SST is designed to establish finish grade for concrete placement. Attachment comes at a standard width of 82” wide with variations up to 106” wide and is hydraulically controlled using elevation and slope sensors. The SST features wireless remote control, replaceable carbide bullet teeth, and a 57 cu. in. direct drive hydraulic motor. The Easi-Grade SST can be mounted to any brand of skid steer or compact loader. Contact EASI-POUR today for more information. www.easipour.com or 800-368-8920
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To advertise in this section – contact Pete Austin 205-248-1258 82
October 2016 • EquipmentWorld.com
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EQUIPMENT INFORMATION
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equipmentworld.com | October 2016
MAINTENANCE: HOW TO WINTERIZE YOUR FLEET
AD INDEX Equipment World october, 2016 Advertiser
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P.
35
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IBC
Bair Products, Inc.
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Bobcat Parts Operation
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COVER
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Landoll Trailers
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18
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41
Level Best
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59
Link-Belt Excavators
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Lock and Lube
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Loftness Manufacturing
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Mack Trucks, Inc.
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Mobile Barriers, LLC
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56
Pengo
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82
Pioneer Bridges
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56
Ray-Tech Infrared Corp.
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57
Roadtec
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49
Rubbertrax, Inc.
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83
Scott Equipment
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39
SkidCrane
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58
Titan
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21
Top Bid
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67
Topcon Positioning Co.
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Toy Trucker & Contractor Magazine
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85
Trail King Industries
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10
Trimble Dimensions 2016
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51
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82
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30
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32
Wirtgen America, Inc.
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37
84 October 2016 | EquipmentWorld.com
82
ROAD829 SCIENCE:
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With over 1200 different kits engineered and developed, count on Arctic Wolf™ for factory-style integrated air conditioning systems in ready-to-fit kits. Loaders. Dozers. Excavators. Graders. Tractors. If your equipment has an engine and a cab on it, we can put cool air into it. Call today. 1-800-2 MR COOL or go online at www.hammondac.com and order your system and parts today.
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EquipmentWorld.com • October 2016
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2016-06-01 2:18 PM
final word | by Tom Jackson
TJackson@randallreilly.com
Cussin’ U
ntil my mid-30s, I worked primarily in construction and the military, both bastions of creative cussin’. I did my part to uphold my reputation under these circumstances. But then, one day out of the blue, it began to seem counterproductive, if not wrong. I’m not talking about the kind of cussin’ that happens after you hit your thumb with the hammer, the kind of profanity that, as Mark Twain once said, “provides a relief denied even to prayer.” I’m talking about the steady drumbeat of expletives, day in, day out, directed at one or more people or groups who have somehow managed to, as they say, screw up an anvil. This kind you get in spades in basic training, but less and less as you become more competent in your military occupational specialty. Before I quit my cussin’, I noticed that the most competent people, the most accomplished soldiers I knew, rarely swore – at least not in those long stem-winders the drill sergeants used. These were mostly Special Forces guys; the elite of the elite. I never met one who wasn’t easy-going, low key and self-confident. Similarly, in the construction world, it seemed as if the best craftsmen – the most talented guys I worked with – knew how to hold their tongue. They never seemed to get rattled. By the time less composed guys had finished their verbal tirades over some fubar, these craftsmen had already begun working on a solution. I’ve come to realize over the years that cussin’ never solved a problem. Maybe there was some temporary release of anger by the cusser, but when it was over, the cussee was none the wiser – frightened, but rarely enlightened. The
86 October 2016 | EquipmentWorld.com
older I get, the more I think the habit of foul language shows mental weakness; bluster that covers a troubled spirit. “For the mouth speaks what the heart is full of,” says the gospel writer Luke. My theory is that the more experienced soldiers, mechanics, and construction workers know that the energy it takes to unload a profanity-laced tirade is better spent assessing the problem and figuring out how to fix it. Two impulses can’t inhabit the same brain at the same time. The wise man trains himself to choose the right one. For the new hires, low-skill guys, lumber stackers and parts washers, construction can be boring and monotonous. But if you’re worth anything, you’ll soon be asked to take on more challenging tasks, and that means problem solving – dozens of different small problems that have to be analyzed and fixed every day. This takes a lot of focus and mental energy…perhaps why cussin’ decreases as competence increases. So, be honest: Is the language on your jobsites blue enough to turn a bystander’s ears red? In the old school days, perhaps nobody cared. Nowadays, that can offend a lot of people, create an undesirable work environment, and contribute to the poor image outsiders have of the construction industry. The solution isn’t a company-wide policy. That would be impossible to enforce. But, if you manage others who have a problem with their language, a private one-on-one is justifiable. And whether you’re the owner, an executive or a supervisor, you can set an example. After all, you’re the most competent guy out there…right?
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© 2016 Caterpillar. All Rights Reserved. CAT, CATERPILLAR, BUILT FOR IT, their respective logos, “Caterpillar Yellow,” the “Power Edge” trade dress, as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.