equipmentworld.com | October 2017
®
CTL EVOLUTION:
16
OEMS PUSH POWER, PRODUCTIVITY P. P.
for DEF management 49: Plan before taking delivery of your first Tier 4 Final machine
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Dedicated to Success.
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INTRODUCING...
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destined to be the best detachable lowboy you’ll ever own. Trail King’s Commercial MG-HG Detachable Gooseneck trailer comes loaded with the most equipment of any trailer of it’s kind on the market… as well as a variety of options, including lightweight, corrosion-resistant aluminum features. Best of all, these trailers are engineered to accommodate four interchangeable gooseneck styles for the ultimate in hauling versatility.
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300 East Norway Ave. Mitchell, SD | 800-843-3324 www.tra ilk in g .c o m
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Vol. 29 Number 10 |
Cover Story
table of contents | October 2017
MACHINE MATTERS:
EXPANDING OUTPUT, STAYING COMPACT
CTLS PACK IN ADVANCEMENTS TO BOOST LOADING, INCREASE FLEXIBILITY, REDUCE COSTS
Equipment 13
Marketplace
Komatsu PC210LCi-11 semi-auto excavator, Caterpillar 988K XE electric wheel loader, Tobroco-Giant D337T X-TRA wheel loader, Roadtec SX-8e soil stabilizer, Builtrite 2280 Truck Mounted Loader, Atlas Copco QAS generators, Ditch Witch MT9 Microtrencher
1166
P.
49 Managing Tier 4 Final
57 Grading Attachments
Keeping that sophisticated engine running demands preparation and protocols.
Move some dirt with these attachments.
EquipmentWorld.com | October 2017
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table of contents | continued
Features 25 Maintenance
How to tell if your engine is healthy.
37 Highway Contractor
Achieving uniform, quality mixes with material transfer vehicles.
45 Contractor of the Year Finalist
Raymond de Vre’, Blacktop Paving, Homewood, California
®
equipmentworld.com facebook.com/EquipmentWorld twitter.com/Equipment_World Editorial Director: Marcia Gruver Doyle Executive Editor: Tom Jackson Online Editor: Wayne Grayson Managing Editor: Don McLoud Contributing Writer: Richard Ries editorial@equipmentworld.com Media Sales Geoffrey Love: gdlove@randallreilly.com Pete Austin: paustin@randallreilly.com Drew Ingram: drewingram@randallreilly.com Patsy Adams: padams@randallreilly.com Jordan Arsenault: jordanarsenault@randallreilly.com Art Director: Tony Brock Advertising Production Manager: Leah Boyd production@equipmentworld.com
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Departments 7 On Record
It’s getting optimistic out there.
9 Reporter
Contractor’s antique machine display delves deep into Cat history.
33 Technology
Harnessing drone data to detect changes between inspections.
Watch 55 Safety Failed attempt at tandem excavator lift leads to tragedy. Pickup 62 Pro Ford offers its best F-150 engine lineup. Trucks 65 Heavy Test drive: Kenworth’s T880S natural gas mixer. Word 70 Final Reality on immigration For subscription information/inquiries, please email equipmentworld@halldata.com. Equipment World (ISSN 1057-7262) is published monthly by Randall-Reilly Publishing Company, LLC, 3200 Rice Mine Road N.E., Tuscaloosa, AL 35406. Periodicals Postage-Paid at Tuscaloosa, Alabama, and at additional mailing offices. POSTMASTER: SEND ALL UAA TO CFS (SEE DMM 507.1.5.2). Non-postal and military facilities: send address corrections to Equipment World, P.O. Box 2187, Skokie, IL 60076-9921 or email at equipmentworld@halldata.com. Rates for non-qualified subscriptions (pre-paid US currency only): US & possessions, $48 1–year, $84 2–year; Canada/Mexico, $78 1–year, $147 2–year; Foreign, $86 1–year, $154 2–year. Single copies are available for $6 US, $9 Canada/Mexico and $12 foreign. The advertiser and/ or advertising agency will defend, indemnify and hold Randall-Reilly Publishing Company, LLC harmless from and against any loss, expenses or other liability resulting from any claims or suits for libel violations of right of privacy or publicity, plagiarisms, copyright or trademark infringement and any other claims or suits that July arise out of publication of such advertisement. Copyright ©2017 Randall-Reilly Publishing Company, LLC All rights reserved. Reproduction in whole or in part without written permission is prohibited. Equipment World is a trademark of Randall-Reilly Publishing Company, LLC Randall-Reilly Publishing Company, LLC neither endorses nor makes any representation or guarantee regarding the quality of goods and services advertised herein.
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Chairman: Mike Reilly President and CEO: Brent Reilly Chief Operations Officer: Shane Elmore Chief Financial Officer: Russell McEwen Senior Vice President, Sales: Scott Miller Senior Vice President, Editorial and Research: Linda Longton Senior Vice President, Audience Data: Prescott Shibles Vice President, Events: Stacy McCants Vice President, Digital Services: Nick Reid Vice President, Marketing: Julie Arsenault Vice President, Business Analyst: Joe Donald Director of Media Sales: Scott Maldonado Vice President, Strategic Accounts: Michael Newman For change of address and other subscription inquiries, please contact: equipmentworld@halldata.com Editorial Awards: Eddie award for B-to-B Series of Articles, 2016 Highways 2.0, Folio: magazine Editorial Excellence, Original Research, Silver Award, 2016 American Society of Business Publication Editors Jesse H. Neal Award, Better Roads, 2011 American Business Media Robert F. Boger Award for Special Reports, 2006, 2007, 2008 Construction Writers Association Jesse H. Neal Award, Best Subject-Related Series of Articles, 2006 American Business Media Editorial Excellence Special Section Gold Award, 2006 Midwest-South Region, American Society of Business Publication Editors Editorial Excellence News Analysis Gold Award, 2006 Midwest-South Region, American Society of Business Publication Editors Editorial Excellence News Section Silver Award, 2005 Midwest-South Region, American Society of Business Publication Editors
October 2017 | EquipmentWorld.com
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on record | by Marcia Gruver Doyle MGruver@randallreilly.com
It’s getting optimistic out there
I
n these days of delayed infrastructure spending, Congressional one-upmanship and multiple Category 5 hurricanes, it was great to get some good news. The good news came from our latest Reader Profile survey, where more than 220 respondents from our print and newsletter audiences showed unprecedented renting and buying intentions. In the next 12 months, 44 percent of the respondents said they were likely to rent. Add rental purchase options to the rental mix, and a total of 58 percent checked the rental option. But the news isn’t all on the rental front. Thirty-nine percent of respondents said they were likely to buy light equipment, with another 36 percent each saying they were likely to buy new heavy equipment and used equipment. These are exceptional increases over the responses in a 2014 survey. The amount of those likely to rent (23 to 58 percent) increased by 60 percent; those who indicated they were going to buy new heavy equipment (18 to 36) increased by 50 percent. Plus, the “buy used” option had a solid although comparatively modest rise, going from 30 in 2014 to 36 percent in 2017. (We didn’t ask about light equipment in 2014.) Last year, a dealer told me his client contractors felt and acted like tomorrow “was going to be 2008 all over again.” The Great Recession had become the Great Hesitation, and rental was the beneficiary. The toe-in-the-water aspect of rental and rental purchase options matched this hesitation;
contractors wanted to date but not necessarily legally commit to their machines. Our survey results reflect this. While rental was the top choice, we aren’t overlooking the gains made in new buying intentions. When we asked respondents to comment on what would prompt them to buy new equipment, “general economy on the upswing” was by far the top dog at 36 percent, followed by tax incentives and increased private spending (25 percent each). Although the asterisks of infrastructurespending uncertainty and lack of Congressional action remain, all the construction spending forecasts we’re looking at have arrows pointing upward, usually in the 3 to 5 percent range. In releasing its thirdquarter Commercial Construction Index, the U.S. Chamber of Commerce and USG Corporation, said that 95 percent of contractors surveyed expect their revenues to grow or remain stable during the next 12 months. And the Aggregates Industry Outlook index, issued by our sister publication Aggregates Manager, has increased 15 percent year-over-year, a positive sign from this highway-market-reliant aggregate producers group. Contractors these days are a more agile, data-driven group. They remember 27-percent-plus construction unemployment. (It’s now 4.7 percent.) They saw competitors go bankrupt. They laid off all but their key employees. They hunkered down. It’s because they remember those days that these survey numbers speak volumes.
EquipmentWorld.com | October 2017 7
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reporter
Contractor’s antique machine collection on display at Caterpillar Visitors Center
Discovered at a California ranch owned by a descendant of Caterpillar co-founder C.L. Best, the 1926 Caterpillar Expo Twenty is the first machine made by the then-fledgling Caterpillar Tractor Company.
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even antique Cat machines from one construction firm’s premier 125-plus-piece collection are on display at the Caterpillar Visitors Center in Peoria, Illinois. Doug and Matt Veerkamp, the father and son who head the 200-employee Doug Veerkamp General Engineering in Placerville, California, have been collecting for years, specializing in antique Cat machines, in addition to the machines made by Holt Manufacturing and C.L. Best, the two companies that merged in 1925 to become Caterpillar. “I’ve always been kind of a trac-
tor kid,” says Matt, now 35. Although Doug, 61, started the collection, when Matt got involved, “it kind of took off,” Matt says. The stories behind two machines in the visitor center display detail Matt’s passion for the rare find. Seeking parts for a Best Sixty that was already in the family collection, Matt struck gold, finding the 1926 EXP 0000-L Experimental Twenty, since verified to be the first machine produced by the newly formed Caterpillar. Originally painted white and trimmed in black, Caterpillar used the EXP 0000-L as a demonstration
| staff report
machine at state fairs. “This tractor was like nothing I’d seen before,” Matt says. Caterpillar first displayed the EXP 0000-L in its 2011 ConExpo booth. When it comes to the Veerkamp’s 1919 Best 25 on display at the visitor center, however, the story is less about the discovery and more about the delivery. It was spotted on a government-owned abandoned mine site in the Simi Valley hills of southern California, and getting the machine off a mountaintop was a challenge. In gaining governmental permission, Matt promised not to disturb the land during the extraction. “Using a helicopter was the only way to get it out,” he says. Since the helicopter pilot felt he could only comfortably carry 4,000 pounds, two lifts were required for the 5,200-pound machine: one for the engine and one for the chassis. To prep for the task of separating the engine from the chassis, Matt thoroughly examined a Best 25 on display at a nearby museum. Both lifts went off without any major hitches, and the Best 25 was down the mountain and into the shop. Matt worked with former Veerkamp employee Jim Chapman to restore the Best 25 to working condition and decided not to paint the tractor. “You can’t buy that patina,” Matt says. The Veerkamp collection will be on display at the center through June 20, 2018. If you miss the display, you might be able to wrangle an invitation to view the entire Veerkamp collection firsthand. Every two years, Doug and Matt open their Placerville, California, warehouse and host an antique machinery parade. “Six hundred people showed up to the last event,” Matt says. “We’ve held it three times now, and it keeps getting bigger.” Editor’s note: Go to equipmentworld. com for a detailed account of this story, including photos of each Veerkamp machine on display. – Marcia Gruver Doyle EquipmentWorld.com | October 2017
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reporter |
staff report Artists concept of the Texas bullet train that would link Houston to Dallas-Fort Worth.
Texas bullet train: One of the largest civil engineering projects in US history – and it’s privately funded
T
exas Central, an investor-owned railroad company, announced in August it has selected Fluor and The Lane Construction Corporation for the construction planning, cost estimates and other engineering activities of a bullet train linking Houston to the Dallas-Fort Worth metro area. When complete, the train will make the 240-mile trip in 90 minutes with a midway stop in the Brazos Valley. Texas Central emphasized that the $15 billion project will be privately funded. Unlike California’s sputtering bullet train initiative, no tax dollars will be used in any phase of the Texas bullet train project. Lane has been working in Texas since the early 1980s and has built numerous transportation projects there including interstate and airport infrastructure. The company’s signature Brazos River Bridges on I-35 in Waco won the 2014 Engineering Excellence Award. Lane’s Italian parent company, Salini Impregilo, has built high-speed rail projects all over the world. Fluor is one of the world’s largest publically traded engineering, construction and project management companies. Headquartered in Irving, Texas, it ranks No. 149 on the Fortune 500 list with $19 billion in revenue. “This will be America’s first true high-speed train,” said Lane CEO Robert Alger. “The project will create benefits for generations to come while providing an innovative transportation alternative for Texas commuters.” – Tom Jackson
McKinsey: Digital technologies are key to construction productivity
A
ccording to a study released by management consultant firm McKinsey&Company, a productivity revolution is at hand, if only construction and engineering companies will fully exploit the opportunities new technology offers. Entitled “The New Age of Engineering and Construction Technology,” the study says that while most other industries across the globe have created 3 to 4 percent labor-productivity growth annually, construction has only averaged 1 percent productivity growth over the last 20 years. “If engineering and construction companies can close this gap – partly by using new tools and solutions – the industry’s output would increase by $1.6 trillion a year,” says McKinsey. New companies, investors and venture capitalists are plowing a lot of money into construction and engineering technology. From 2011 to 2016, $1.7 billion was invested in document management technology and $1.4 billion in equipment management systems and enterprise resource planning software. And these areas are the ones the industry needs the most help with, according to McKinsey. If you would like to read the full report, you can access it at: http://bit.ly/2vbhUaJ –Tom Jackson
For more on each of these stories go to equipmentworld.com.
10 October 2017 | EquipmentWorld.com
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EVOLUTIONARY
PERFORMANCE
NEW BOBCAT R-SERIES LIFTS PERFORMANCE HIGHER. New R-Series compact excavators feature durable, smoother-riding tracks that also improve over-the-side capacity, digging ability and slewing performance. R you ready for the revolution?
Take a closer look at NEW R-Series compact excavators: Bobcat.com/NewR-Series 1.877.745.7813 Bobcat is a Doosan company. Doosan is a global leader in construction equipment, power and water solutions, engines, and engineering, proudly serving customers and communities for more than a century. Bobcat Ž, the Bobcat logo and the colors of the Bobcat machine are registered trademarks of Bobcat Company in the United States and various other countries. Š2017 Bobcat Company. All rights reserved. | 1346
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| by Don McLoud |
Second-gen intelligent excavator Komatsu has introduced the second-generation model of its first semiauto excavator using its intelligent Machine Control (iMC) technology, the 25.9-ton PC210LCi-11. The iMC technology uses GPS/GNSS signals to orient the machine in space and guide the joysticks, hydraulics and bucket so the operator cannot overdig or cut a profile other than what’s detailed on the 3D topo map loaded into the excavator’s computer. Komatsu says the PC210LCi-11 can provide up to a 63 percent improvement in excavating efficiency over the standard PC210LC-11. All the machine control functions are now on the joysticks. Komatsu’s iMC is used on a half dozen of its dozers as well.
Cat goes electric with new loader Caterpillar says its new 988K XE wheel loader delivers 25 percent greater overall fuel efficiency, thanks to its electric drive system, and delivers 10 percent more productivity in load-andcarry applications than the standard 988K. The 988K XE uses 40 percent less powertrain oil than the 988K, and oil change intervals are every 2,000 hours. The 988K XE has a single speed range, eliminating the need for gear shifting. The cab features an air-suspension seat, while the pressurized structure reduces noise. The 988K XE offers bucket capacities ranging from 6.2 to 17 cubic yards. Rated standard and high lift payload for the loader reaches 12.5 tons when working with face material and 16 tons with loose material.
DonMcLoud@randallreilly.com
EDI TOR PIC ’ K S
Able to lift heavier loads Tobroco-Giant’s new D337T X-TRA wheel loader is designed to handle heavier loads than the standard D337 model. The X-TRA has a tipping load of 4,528 pounds versus the standard model’s 3,196 pounds. It runs on a 33-horsepower three-cylinder Kubota diesel engine, has hydrostatic four-wheel drive and a top speed of 11 mph. The wheel loader weighs 4,850 pounds with bucket and has a lifting height of 8 feet. The D337T X-TRA comes standard with roll-over and falling-object protection safety roof and safety doors. Giant also offers a heavy-duty version of the D337T X-TRA, with a bigger hydraulic pump and extra tractive force in second gear. EquipmentWorld.com | October 2017 13
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marketplace
| continued
Roadtec’s largest soil stabilizer-reclaimer
Adding capacity but not weight
Roadtec has introduced its largest soil stabilizer-reclaimer with the SX-8e, which has an operating weight of 82,000 pounds. Along with soil stabilization, the machine is designed for road rehabilitation and cold recycling. It can cut up to 20 inches deep and 100 inches wide. Cut depth can be set by the push of a button, and cutter speed is governed by a four-speed air-shift transmission. The SX-8’s rotor is designed for milling and mixing the most resistant soils and with high ground clearance to operate in all terrains. Other features include a 755-horsepower, Tier 4i Caterpillar engine, a sealed cabin, joystick controls and four steering modes.
Builtrite Manufacturing has increased the lift capacity of its new Model 2280 Truck Mounted Loader over its previous model without increasing the loader’s overall weight, the company says. The 2280 has almost 10,000 pounds of lifting capacity – 3,000 more than the Model 2200-TM – with its overall weight remaining 11,900 pounds. The loader has a reach of 27 feet 6 inches. A 25-foot, 6-inch boom is also available. It also features an on-demand piston-pump hydraulic system, larger boom and stabilizer pins, built-in hydraulic tank and cooler, fold-away stabilizers, a centralized grease system and heavy duty guarding around the operator.
Smaller, more efficient generator Atlas Copco’s eight models of QAS generators have been overhauled to make them easier to transport, operate and maintain, the company says. With Tier 4 Final engines from Isuzu, John Deere or MTU, the generators take up 20 percent less space than their predecessors. They also come with the new Power Management System that automatically adjusts machine operation to the workload to save fuel. The inside doors have been layered with foam for water tightness and sound reduction. The canopy is corrosion resistant. Depending on the model, the generators can run for 40 hours on a tank of fuel. And operators don’t have to bend to connect power cables.
Cutting without disrupting Ditch Witch’s new MT9 Microtrencher attachment for the company’s compact skid steers provides a narrow, shallow cut for installing fiber optic cables in residential areas without disrupting surrounding utilities. It excels in tight, confined areas, such as street closings, the company says. It creates trenches up to 9 inches deep and 1.5 inches wide. Ditch Witch’s FX65 vacuum excavator can be attached to the microtrencher to suck up the spoils, for a clean trench. The microtrencher can be pushed or pulled, which allows the saw blade to remain positioned for accurate, efficient cuts.
14 October 2017 | EquipmentWorld.com
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Introducing a truly unique machine with endless possibilities. The new JCB Teleskid is the first and only skid steer and compact tracked loader with a telescopic boom, making it the most versatile machine you’ve ever seen. It can lift higher, reach further and dig deeper than any other skid steer on the market and can access areas you wouldn’t have thought possible, until now. jcb.com/teleskid
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machine matters
| by Richard Ries
CTLS BOOST LOADING CAPABILITIES, INTEGRATE ELECTRONICS
Yanmar offers two CTLs, the 68.4-horsepower naturally aspirated T175-1 and the 70.7-horsepower turbocharged T210-1. Both feature automatic track tensioning, anti-stall that automatically adjusts the hydrostatic pump to maintain maximum engine torque and drive power as drive load increases, and standard mechanical quick-coupler or optional hydraulic quick coupler.
C
ontractors buy compact track loaders because they are flexible machines – adapting to a wide range of applications with the use of specialized attachments – while still being loaders first and foremost. This emphasis on loading capabilities has prompted, for example, John Deere to up the ante on its G Series CTLs. Deere has increased the breakout force of its two largest models, the 331G and 333G, by 40 percent. Hinge pin height has gone from 127 inches to 132 inches to provide more clearance over 10-foot truck sides. A boom performance package (available in
November) features self-levelling of the bucket during both raising and lowering as well as return-to-dig and return-to-carry at the push of a button. G Series machines feature customizable controls to maximize performance for other tasks. Boom and bucket speeds can be set to three levels and there’s a creep mode. By decoupling engine speed from travel speed, full power can be delivered to a power-hungry attachment while maintaining very low ground speed. The joystick performance package offers ISO and H-pattern controls plus foot pedal controls. The foot throttle in
16 October 2017 | EquipmentWorld.com
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Choosing replacement tracks
There are 24 models of loaders in the Bobcat M2 Series. Features include an enhanced automatic ride control option that can be toggled on and off from inside the cab, a reversing fan option that can be engaged automatically or manually, quieter and cleaner cabs and a side-lighting kit option for improved worksite visibility. joystick-equipped machines can deliver a “burst” of power and can be switched between accelerator and decelerator modes. Electronics opened the door to endless performance improvements. In a few short years, many have become commonplace, such as work modes and rearview cameras. Caterpillar offers all the usual electronic features plus some that are more custom. The Work Tool Positioner adds a dimension to the “returnto-dig/return-to-carry” mode. The work angle (tilt position) of an attachment can be stored and then accessed by the touch of a button on the joystick. “This provides better control and finish quality in applications where a repetitive tool angle is desired for maximum productivity and consistency,” says
Kevin Coleman, Cat compact track loader product expert. “Examples include fork operation, trenching, wheel saw cutting/trenching, bucket back drag angle and cold planer/ milling. The feature can also help provide increased working life for work tool wear items. For example, a preset optimum broom angle that delivers the appropriate down pressure, which could lower owning and operating costs by minimizing bristle wear.”
Track replacement is both inevitable and expensive. Eric Hartzler, division manager with Midwest Equipment, says a wide range of tracks is available, and finding the right one takes some work. While cost is a big consideration in track replacement, Hartzler says other things must be considered, including: • The application. Paving and demolition are especially tough on tracks. • Position in the replacement cycle. You won’t get your money back on premium tracks if you’ll be trading in the machine soon. • Condition of current track and sprocket. A worn sprocket will chew up a new track in short order.
The largest of the two Takeuchi vertical-lift CTLs, the TL12V2, features hydraulic pilot controls, proportional auxiliary controls with detent, optional high-flow 40.4 gallonper-minute auxiliary hydraulics (23.2 gpm is standard), cushioned boom cylinders and boom float with detent.
EquipmentWorld.com | October 2017 17
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machine matters The Throttle Smoothing feature on a Cat CTL minimizes lurching and bucking when using the foot throttle while traveling over rough terrain. The feature monitors speed change demands from the foot pedal, and when extremes in speed commanded from the throttle are detected, Throttle Smoothing steps in to modulate the response and deliver steady, even travel speeds. Caterpillar’s ride control system is speed sensitive. It activates above a set speed to improve operator comfort and enhance load retention. Drop below that speed and it disengages to maximize digging and load placement performance. Bobcat’s automatic ride control activates after detecting increased hydraulic lift arm pressure at any speed. The system can also be deactivated when hydraulic lift arm pressure is reduced, such as when there is no load in the bucket or when the operator turns off the feature for back-dragging. For extreme performance demands, JCB offers the Teleskid. With its telescopic boom, the Teleskid provides an 8-foot reach and a lift of over 13 feet. In conventional CTLs, JCB is rolling out two new models, the 210T (radial lift) and 215T (vertical lift), both with 30-gallon-per-minute hydraulic flow. These are at the lower end of mid-ROC machines with sub-10,000-pound operating weights (specs were not finalized by press time). The goal is to run high-de-
| continued
The SVL75-2 from Kubota features available high-flow hydraulics with 29.3 gallons per minute at 3,185 psi. The turbocharged inline 4-cylinder engine is rated at 74.3 gross horsepower. ROC is 2,300 pounds at 35 percent and bucket breakout force is 6,204 pounds. Standard track width is 12.6 inches; a 15-inch-wide track option is available.
mand attachments on smaller machines that better navigate confined worksites. “We’re in the midst of a big attachments campaign,” says Randy Tinley of JCB, “and we’re adding attachments to the 31 we already offer. And we want to offer attachments that fit the unique needs of different geographical areas.” Tinley says the company is using focus groups of both JCB customers and owners of other equipment brands to help define those needs. By the end of the year, Case Construction Equipment will have rolled out a 74-horsepower CTL that has an ROC that’s closer to large-capacity CTLs. Staying under 75 horsepower allows Case to use simpler emissions control systems. “With this DOC-only, maintenance-free emissions solution, there are no fluids to add, no regeneration and no filters to maintain,” says John Dotto, Case brand marketing manager. “Yet the ROC is comparable to a larger frame machine, and customers receive the greater performance they are demanding.”
If an OEM already offers a machine with a certain level of performance, why offer another with similar capacities but less horsepower? “It’s about giving contractors a choice,” says Dotto. “Not everyone needs a high horsepower engine better suited to running high-capacity attachments. Some contractors can get by with a lower horsepower engine that doesn’t require higher power, but they need the same rated operating and lifting capacities as higher horsepower machines.” For those who do need high horsepower, OEMs are happy to oblige. The latest iteration of the largest Kubota CTL, the SVL90-2s,
The large-frame, radial-lift RT-75 from ASV is designed for tough applications, such as forestry and excavation. Standard features include 18-inch-wide tracks, high-capacity cooling and dual-level suspension that suspends both the tracks and wheels. The optional Forestry package adds metal guarding and an auto-reversing fan. 18 October 2017 | EquipmentWorld.com
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THE SINGULAR FOCUS OF KCM. THE GLOBAL STRENGTH OF HITACHI Construction Machinery. Your work is more than just what you do. It fulfills an agreement with your customers, and their customers. It honors a commitment and proves your word is your bond. For over 35 years KCM has engineered integrity into our wheel loaders. Whether you build it, move it, or produce it, your work has one purpose: to honor the promises you’ve made. At KCMA, we understand that we are building something far greater than a relationship, we’re building your reputation
Promises Kept A Full Line of Wheel Loaders
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• 16 Models • 30 HP – 531 HP
770.499.7000 | KCMCORP.COM
9/5/17 10:13 AM
machine matters
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saw an increase to 96.4 horsepower from the previous model’s 92 horsepower. The SVL90-2s also has a greater ROC (up 150 pounds to 3,200 at 35 percent of tipping load), higher flow volume (up from 33 gallons per minute to 40) and an increase in pressure to 3,555 psi. Five presets match flow to attachments. Takeuchi now has two large-frame vertical-lift CTLs, the TL10V2 and the TL12V2. Compared to the previous radial-lift model, the TL12V2 has 38 percent more operating capacity (ROC of 4,107 pounds at 35 percent of tipping load) and a slight bump in horsepower (increased to 111.3 from 109.9). Both the TL12V2 and radial-lift TL12R2 have operator stations that are 4 inches wider, with a canopy or the optional cab.
Controlling costs Dotto says site conditions and operator habits play a large role in reducing owning and operating costs. “Avoid operation on paved or concrete surfaces,” he says. Also keep the site free of common debris, such as broken concrete and pieces of rebar, that damages tracks. Fill curbs and dips with gravel. Keep the undercarriage clean and the tracks properly tensioned. Use gradual turns and avoid counter-rotation if possible. Avoid idling, especially when temperatures dip into the 50s. Excessive heat burns money, so keeping machines cool is a good way to reduce O&O costs. ASV tests their machines at 100 percent load for the entire test cycle at up to 118 degrees Fahrenheit. Fan type varies by model size category. Smaller machines (RT-30, RT-50, RT-60) use engine-driven fans. Larger machines (VT-70, RT-75, RT-120) have variable-speed hydraulic fans. The Heavy Duty option on the RT-75 and the Forestry option on the RT-120 add auto-reverse operation to that hydraulic fan. The reverse function can be initiated by timer or by coolant temperature. Coolers on ASV CTLs are not stacked; the oil and water coolers sit side-by-side at the back of the machine and are accessible through a single service door. The air conditioning condenser is mounted to the cab and is cooled with an electric fan. The charge air cooler is mounted on top of the hood and is cooled by air being drawn into the engine bay. Bobcat Marketing Manager Jason Archbold and Product Specialist Mike Fitzgerald say CTLs amplify operator comfort. Where a typical skid steer loader might see 600 to 800 hours in a year, a CTL may run 1,000 or even 1,200 hours, because it extends the construction season and can work on soft ground. Archbold and Fitzgerald say more machines are being spec’ed with such creature comforts as cabs, air condition, radios and upgraded seating. Some features provide multiple benefits. The new Bobcat T870 features the company’s 5-Link torsion suspension. While this provides a smoother ride for the operator, it also improves grading, levelling and carrying performance.
C Series CTLs from Volvo include several key design features intended to reduce O&O costs by minimizing maintenance and repair expenses. O-ring face seals provide leak-free hydraulic connections. Large side-swing and upswing rear doors give easy service access, as does the tilt cab with locking gas struts.
The 239D and 249D are the smallest CTLs in the Caterpillar lineup. Options include an open or enclosed ROPS, the latter with or without air conditioning. Performance packages offer standard or high-flow hydraulics (18 or 26 gallons per minute) with self-levelling up and down and electronic snubbing up and down.
The 331G and 333G (shown) large-frame CTLs from John Deere boast 88.5 and 96.6 horsepower, 3,100- and 3,700-pound ROCs and bucket breakout forces of 7,600 and 9,250 pounds, respectively. Both have Quick-Tatch, allowing changes between buckets and forks in just seconds. Three-way switchable controls offer ISO- and H-pattern as well as hand and foot controls.
20 October 2017 | EquipmentWorld.com
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Engines remain status quo After the huge push to work through Tier 4 and eventually arrive at Tier 4 Final, manufacturers are leaving engines unchanged for the most part. There may be incremental improvements but no major changes for now. “While Yanmar doesn’t anticipate any significant engine changes until the next round of emissions standards arrives, we are undergoing continuous analysis and look to improve engine performance and fuel consumption,” says Eric Berkhimer, product manager, construction equipment division, Yanmar. When will that next round of standards roll out? Stage V arrives in Europe in 2019. While there is no word yet on a parallel Tier 5 in the United States, it’s assumed there will be a Tier 5 that mimics Stage V in emissions standards and implementation dates. While manufacturers may not have a Tier 5 program in place, they are anticipating what seems inevitable. “The requirements for the next stage are a little unclear,” says Brent Coffey, product manager of loaders at Wacker Neuson, “but the general assumption is that it will likely follow something similar to Stage V in the European Union. For now, the consensus is that the market wants to avoid diesel particulate filters, and we have the goal to accommodate that request as much as possible.” Gregg Zupancic says John Deere’s current emissions control architecture may well be all that’s required for Tier 5, depending on what Tier 5 entails. “At the very least, what we have now would provide a solid platform for further development.” Engine selection is one way OEMs make gains in performance at a time when engine development is taking a break. ASV had Perkins engines on all models, but they’ve moved to Cummins for their two largest, the RT-75 and RT-120. While this allowed the company to use DOC with no DPF, there were also big gains in performance. The 74-horsepower RT-75 has more torque than its Perkins-powered predecessor and outperforms the old RT-100 Tier 3 machine, ASV says. Minimization of system losses preserves more of the new engines’ power. The RT-120 delivers 92 measured horsepower at the head (a mulching head for this test), a 50 percent increase over similarly sized machines from some other manufacturers, according to the company. Engine development isn’t at a standstill. Improvements to fueling architecture and electronic controls allowed New Holland to change their aftertreatment systems as of this year. Their two smaller CTLs, the C227 and C232, both rated at 74 horsepower, now use DOC-only aftertreatment. Their two larger models, the C234 and C238, both rated at 90 horsepower, dropped DOC and instead use cooled EGR and SCR. New Holland says this change is “system simplification” and retains serviceability and reliability with no filters to replace and no regeneration.
The JCB Teleskid features a telescopic boom that gives it superior reach and lift height and the ability to dig below its chassis, a feature unique among SSLs and CTLs, according to the company. JCB says the Teleskid serves the function of four machines: telehandler, masted forklift, compact loader and skid steer. Its JCB Ecomax engine is rated at 74 horsepower.
The C234 is the second-largest CTL in the New Holland line. Powered by an FPT turbocharged engine rated at 90 gross horsepower, the C234 shares a dozer-style undercarriage design with all 200 Series New Holland CTLs. The company says the simple, rigid-frame track is easier to maintain and more durable than suspension-track systems.
Wacker Neuson offers two CTLs, the radial-lift ST28 and the vertical-lift ST31 (shown). Both feature Kohler 2504 diesel engines rated at 74 horsepower and 221 pound-feet of torque. Bucket breakout force is 5,300 pounds; ROCs are 2,800 and 3,100 pounds for the ST28 and ST31, respectively.
22 October 2017 | EquipmentWorld.com
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“I’ve used them all and Komatsu is the best.” TaD GRIFFITHS
Royal T EnTERpRIsEs / UTah
THE CUSTOMER IS ALWAYS RIGHT.
“Komatsu’s i-machines definitely make my operators better at what they do. I mean, we haven’t been using this technology for the past twenty years, so it’s pretty new. But this tech makes it easier to do our job–makes it so that my opera operators can work more efficiently efficiently, and we get a better finished product.”
USED WITH PRIDE
komatsuamerica.com Copyright ©2017 Komatsu America Corp. All Rights Reserved
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| by Preston Ingalls
OIL ANALYSIS The best way to tell if your engine is healthy
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ubrication is the life blood of mechanical equipment. And just as our body’s blood can become anemic or experience an imbalance of blood cells or platelets that signal biological issues, the equipment’s ‘blood’ can show signs of wear and contamination. Where hematology is the science of blood, tribology is the science of lubrication, wear and friction control. Oil analysis and lubrication experts at Noria Corporation cite several “illnesses” that can be detected from oil analysis: • A spike in iron and aluminum levels warn of piston and cylinder wear before a major failure. • Bearing wear rates can be determined before the crankshaft becomes badly scored. • Fuel dilution, coolant leaks and water contamination can be detected before they become major problems. • Contamination and combustion soot can indicate a restricted air intake system, ineffective oil filters, poor combustion or a rich air/fuel ratio. And it’s not just engine oils. Noria also emphasizes the importance of analyzing routine oil samples in hydraulic systems, transmissions, gearboxes, differentials and other non-combustion lubricated systems. These may include: • High aluminum levels that indi-
If dust on the jobsite sneaks by your air filter, these tiny particles will wind up in your engine oil and act like an abrasive compound, wearing away critical tolerances inside the engine. An oil sample typically reports silica contamination and may point to a compromise in your filtration devices. cate hydraulic pump or converter failure. • High chromium levels that reveal hydraulic cylinder rod scoring or gear and bearing wear.
Parameters of analysis Oil analysis is also critical to determine proper oil drain and filter change intervals in all types of engines and equipment. Many parameters are vital to proper oil analysis interpretation, including: • Viscosity • Oil type • Hours or miles of service • Make and model of the component or system from which the sample was taken This information should be
printed on a card usually provided in the oil sample carton, with oil samples taken at regular intervals. As with any mechanical system, it should reach its operating temperature before the sample is taken, to ensure the sample has completed full-system circulation. In addition, the sample should always be taken from the same place in the system, such as a pre-filter, valve-mounted oil return line.
From the air into your engine Mark Barnes, vice president of Des-Case’s Equipment Reliability Services team, makes the following compelling point about particle contamination in engines: “Perhaps the biggest engine killer EquipmentWorld.com | October 2017 25
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| continued Oil analysis labs can detect minute amounts of contaminants that often give early warning about engine problems, such as faulty fuel injectors, coolant contamination and additive depletion.
is external contamination in the form of dust and dirt sucked into the engine each minute of operation through the air intake. Particle contamination can be lethal for engines – even microscopic particles no bigger than a red blood cell can result in a significant reduction in an engine’s life expectancy.” Barnes added that many engine OEMs, like GM and Cummins, have proven that particles smaller than 10 microns are three times more likely to cause wear in critical piston rings and bearings than larger particles (see Diagram 1). These particles – a tenth of the size of a human hair – can easily pass through the air filter into the engine air intake manifold.
Motor oil deterioration According to John Baker at Amsoil, “Motor oil deteriorates and becomes unfit for service due to accumulation of contaminants in the oil and chemical changes (additive depletion and oxidation) in the oil itself.” He points out the various con-
taminates and their sources in the AMSOIL.com Blog: Abrasives • Dust and dirt. They can infiltrate engines via air cleaners, oil fill caps and crankcase ventilation systems. Proper engine maintenance is required to minimize the number of contaminants entering the lubrication system and extend engine life. • Metal particles from normal engine wear, as well as road dust particles and dirt. These can be picked up and circulated through the engine by oil and cannot be entirely removed by oil filters. Combustion by-products • Water vapor and steam produced by combustion when engine temperatures are high. They exit through the exhaust, condense into liquid at low engine temperatures, such as startup, warm-up and short trips, and enter the crankcase oil, leading to sludge and corrosion. • Acids produced through the combustion process. They find
their way into the crankcase oil, combine with water and lead to corrosion. • Soot and carbon. They are produced via incomplete combustion when engines are running too “rich” or with too much fuel and increase contaminant levels. • Fuel dilution that decreases oil strength and increases oil consumption when an engine is started or running abnormally. This results in unburned fuel deposits on the cylinder wall. This leaks past the rings and into the crankcase, where it reduces oil viscosity and can be a significant problem in vehicles consistently used for short trips.
Shelf life With reciprocating and sliding components, lubrication is a vital fluid to engine efficiency and longevity. Like blood, lubrication does not have infinite shelf life. Most lubricants have recommended shelf lives based largely upon the lubricant’s additives. For example,
26 October 2017 | EquipmentWorld.com
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lubricants containing rust inhibitors may lose performance after as little as six months in storage due to additive degradation. On the other hand, some lubricants with a light additive amount may be kept for up to three years. Shelf-life information is available from lubricant suppliers and manufacturers.
Real-world benefits Portland, Oregon-based asphalt, aggregate and landscape products producer Baker Rock Resources has been a major supporter of oil monitoring, analysis and contamination control for several years. In 2015, the company won Certified Laboratory’s Equipment Reliability Program Award for excellence in lubrication practices. Brian Young, Baker’s equipment division director, has strong opinions on oil analysis and other contamination control processes. “Everyone, from the single owneroperator to the fleet manager, must have standardized oil sampling procedures and practices in place,” Young says. That requires more than just “check box maintenance.” “If you can’t understand the readings, get training,” he says. “If your oil analysis company isn’t helping read the sample, change labs. There is no sense in sampling if you don’t use the results. Additionally, if you understand the importance of sampling and can read a sample, don’t neglect the filter. You need to look for the sparkle, which could indicate early failure and not just normal wear and oil degradation.” Real-world case studies Evidence of Baker Rock’s belief in oil testing, analysis and preventive maintenance goes beyond their awards. The company has achieved an unplanned emergency rate that tracks between 1.5 and 2 percent throughout their season for one of the largest quarries in the state. And the company has several real-world
examples in which using oil analysis resulted in significant savings or avoided costly downtime. Extended oil change intervals: Analysis on a machine showed that the expected oil degradation, additive package depletion, contaminants and loss of lubrication were not happening at the manufacturerrecommended oil change intervals. The company reasoned that if the oil did not have any of these problems and met OEM specifications, there was no reason to change it. By continuing to faithfully sample and inspect the machine every 250 hours, the company safely extended the oil usage to 1,658 hours, which is equivalent to seven oil changes under the 250-hour OEM standard. The result was a savings of 20 hours of labor and 224 quarts of oil. The company applied these findings across several assets, generating robust savings. Trends revealed: Oil sampling in the final drives on two Baker Rock dozers showed an abnormal amount of silicon, which warranted watching. The sample results revealed ongoing dirt intrusion, and the resulting detailed inspections revealed failing seals. The company resealed and returned the machines to service with minimal downtime and repair costs. Early signs of engine troubles: Oil sampling on an older C13 Cat revealed climbing chromium, copper and iron levels. Further ongoing monitoring revealed that the levels continued to climb while the physical/chemical counts began to elevate in oxidation, nitration and sulfation. By correlating this data with fuel burn, the company concluded the engine was wearing out. This allowed them to take the truck out Preston Ingalls of service at a
Particles 1 micron in size easily slip through filters and can do more damage to engines and components than larger particles. An oil analysis particle count will tell you when these have reached a critical limit.
time of their choosing for a rebuild before wear required the replacement of major components, or a ventilated block. Avoiding key machine downtime: Recurring high heat was recorded on a stationary hydraulic system. It was detected through thermography on a major bearing. The company could not risk a major failure due to this being a primary asset with no backup available. Oil analysis indicated no component failure, but cutting the filter open revealed sparkle from metal particles on the bearing surfaces starting to spall. An even more significant detrimental finding included heavy fibers from a shop rag plugging the filter and restricting the oil flow and filtration capabilities. Preston Ingalls consults with construction industry fleets on equipment uptime and cost improvements and has led reliability improvement efforts across 30 countries for companies such as Royal Dutch Shell, Exxon, Occidental Petroleum, Toyota and others. He can be reached at www.tbr-strategies.com.
28 October 2017 | EquipmentWorld.com
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Š 2017 , Inc. All rights reserved. All marks are trademarks of their respective owners.
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The Intersection of Infrastructure and Technology
Growing infrastructure demands around the world are creating tremendous challenges and opportunities. Topcon works to stay a step ahead, by creating solutions that incorporate technology advancements into the way you work today and tomorrow, transforming the way infrastructure is built. Our integration of high-accuracy positioning, high-speed imaging, cloud-based information management and down-to-earth simplicity creates higher productivity, enhanced quality and improved sustainability. With Topcon, you can stay ahead of your competition and meet the challenges of infrastructure growth. Watch Topcon Positioning Systems President and CEO Ray O’Connor’s Bloomberg “NEXT INFRASTRUCTURE” interview: www.topconpositioning.com/Infrastructure.
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| staff report
Intel Insight drone data analysis platform detects changes between inspections
Photo Credit: Intel
The Intel Falcon 8+ System is outfitted for industrial inspection, surveying and mapping.
“DATA IS THE NEW OIL” The words flashed upon the large screen in giant letters above Intel CEO Brian Krzanich’s head shortly after he took the stage at the International Drone Conference and Exposition (InterDrone) in Las Vegas in September. The phrase is integral for understanding not only Intel’s new role as a drone company, but also why construction companies should care. Though Krzanich’s behemoth company has built its name on microprocessors, the tiny silicon chips that act as the brains of our personal computers, he wasn’t at the conference to talk about processors. Rather, Krzanich’s keynote address focused on the introduction of the Intel Insight Platform for drones. The new cloud-based platform is designed to harness the flood of data drones can produce and help industrial users, like those in construction, make sense of it all. “If you go back to the turn of the century, oil was transforming every industry.…The combustion engine
turned oil into something even more productive,” Krzanich said. “But when oil was discovered it was actually thought of as a nuisance material. People didn’t know what to do with it.” Data – though capable of providing “insights and opportunities to everyone who wants to understand what’s going on around them,” as Krzanich put it – went through a similar nuisance stage as early memory systems struggled to provide enough space for storing all the data being created. But now, Krzanich says, data has found its combustion engine. “Artificial intelligence (AI) is extracting insights and understanding and value out of data, and it’s become one of the most valuable commodities,” he said. Krzanich added that when you bring drones together with data and AI, “the whole world will begin to change.” “The future of drones is more about what you can do with that data and what that data means and
the insights it provides than the actual flight itself. And that’s an important shift that we all need to start thinking about,” he said.
Like spell check for inspections Krzanich then demonstrated the capabilities of the Insight Platform by doing a structural inspection in the conference hall. A curtain on the left side of the stage was pulled and out of the black appeared the two-story facade of a building with windows, doorways, awnings, wallmounted flagpoles. He talked about how Intel’s latest commercial eight-rotor drone, the Falcon 8+, features Real Sense technology, which uses cameras and depth-of-field sensing to avoid obstacles and keep a safe distance from the surface being inspected. The drone also has an impressive indoor location technology onboard that provides location data when GPS cannot be used. Krzanich oversaw a piloted inspection of the facade and a second inspection flown autonomously that EquipmentWorld.com | October 2017 33
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was launched by Intel Mission Control, a flight planning software. Upon return of the second inspection flight, the Insight Platform got to work. Krzanich showed the process of uploading images to Insight which, even before processing takes place, gives the user a pre-visualization of the operation just flown. This previsualization is like a rough sketch of the inspection surface with the photos organized and placed with respect to their proximity and orientation to one another based on location data. It allows operators to ensure that the operation went as planned before uploading the photos to Insight for processing, which can take a few hours. After the photos are processed in the cloud, they are delivered as a 2D or 3D model. For this demo,
Trimble inks deal with Propeller Aero for dronebased site survey system
Krzanich used a 2D model generated beforehand. He then demonstrated a feature called change detection, which Intel says works “like a spell check function,” cycling through each of the detected changes in the facade between the latest inspection and a previous inspection. During the demo, the software detected large differences, such as sections of chipped stucco or a missing balcony column, and very small changes, like a poorly installed drain bracket and a missing flag mount. Though Insight can produce 2D and 3D models, Krzanich says, it is currently only able to provide analysis on 2D models. “We are looking at being able to do analysis on 3D models,” he added. The company says the platform “will address a range of commercial
applications and verticals – from inspections and surveying in construction, mining, precision agriculture, oil and gas, and more.” Intel is initially offering Insight only to select enterprise accounts.
Automation is the aim During his keynote address, Krzanich said Intel’s work in applying machine learning to drone hardware like the Falcon and analytical software like Insight is all in the service of increasing automation. “These systems, these drones have to become more and more automated,” he said. “Especially when we think of visual line of sight or flights over groups of people or at night. The system has to become more automated, more intelligent.” –Wayne Grayson
A drone flies a survey over a jobsite
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rimble is collaborating with Propeller Aero to distribute that company’s drone-based site survey and analytics technology. We got our first glimpse of Propeller Aero’s system in March at the Trimble booth during ConExpo, and it made quite an impression. The system uses UAVs (unmanned aerial vehicles) to fly over a site and register the GPS positions of a series of mats placed on the ground. The mats are approximately 18x18 inches and can be placed anywhere on the site. They don’t have to be dialed in or placed over known survey points. The mats – what Propeller Aero calls “ground control targets” – have a black and white checkerboard pattern on them making it easy for the UAV overhead to locate and identify them. The company recommends sim-
ply spreading out a dozen or so mats relatively equidistant over the site terrain and then launching the UAV. Once airborne over the site, the UAV registers the GPS coordinates of the mats and picks up the elevations and other geospatial location data. That data is then uploaded to
the cloud where construction and survey personnel can analyze and use it to build 2D and 3D models for initial site surveys and progress reports on earthmoving operations or complete as-built maps. The collaboration with Trimble will bring Propeller Aero’s data feeds into the Trimble Connected Site solutions
34 October 2017 | EquipmentWorld.com
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software for visualization, analysis and sharing of data. Practically speaking, the Propeller Aero system replaces the need to ride or walk a site with a GPS rover on a pole and painstakingly record all the coordinates and elevations. Company officials say the system will save a considerable amount of time, especially when surveying large sites, places difficult to access with a truck or utility vehicle and multi-acre sites with challenging terrain. –Tom Jackson
collisions occurring to the side and rear of trucks, having this 360-degree visibility allows users to see exactly what happened. This gives companies additional information to either exonerate the driver or coach the driver on preventing similar incidents. – Tom Jackson
SmartDrive 360 puts eyes in the back of your truck drivers’ heads
C
apturing video is a great tool for drivers who want to protect themselves from lawsuits, and for companies that want to coach their drivers on safety. SmartDrive Systems has expanded on this idea, offering a videobased safety program that enables companies to deploy up to four cameras on each truck to gain 360-degree visibility to the roads and jobsites where the vehicles operate. With SmartDrive 360, risky maneuvers such as swerving, Uturns or collisions automatically trigger a video recording from up to four cameras simultaneously; it also off-loads the video from the SmartRecorder. Drivers can also manually initiate a recording. With the SmartDrive program’s service, the video is reviewed by a driving analyst within one hour, and confirmed collisions and risk alerts are sent to the company. With 35 percent of incidents and
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highway contractor
| staff report
MTV GOAL: UNIFORM, QUALITY MIXES
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he first material transfer vehicles (MTVs), designed to transfer hot mix asphalt (HMA) in a uniform way from the truck to the paver, were developed in the late 1980s with the advent of larger aggregate mixes. The switch to larger aggregate mixes – a response to increased truck loading on pavements – also led to increased aggregate segregation, in which coarse and fine aggregates became non-uniform and affected mat quality. Aggregate segregation wasn’t the only problem. Temperature uniformity was critical as well, because transferring the HMA by truck meant temperatures would cool off on the bottom, sides and top of the load. MTVs offer a way to tackle these problems, as
well as stop truck delays, provide site HMA storage and eliminate paver stops and starts. In the mid-90s, manufacturers started equipping MTVs with reblending systems, such as a pug mill. By offering reblending capabilities that remix the material before delivering it to the paver’s hopper, MTVs allow for a more uniform density. MTVs also allow for offset paving, which can come in handy for special applications such as paving super-elevated bank turns on racetracks. They offer non-contact paving, meaning the truck does not touch the paver, which is required by some state specifications. These vehicles have large storage capacities to give contractors the
Vögele MT 3000-2i Vögele’s Tier 4 Interim MTV is making its North American debut after working in Europe for several years. Featuring a 215-horsepower water-cooled Deutz engine, the MT 3000-2i has a storage capacity of 18
necessary material surge to pave continuously at higher speeds, allowing more tons to be laid. Upper and lower paver hopper inserts can be used in conjunction with MTVs, offering more mix storage for the paving train. In addition to self-propelled MTVs, some manufacturers offer windrow MTVs, also called “material transfer devices” or MTDs. These machines attach to the paver and pick up HMA either via a windrow placed in front of the machine or a hopper. Since MTDs are not selfpropelled, they can offer a costeffective way to combat aggregate segregation. They also do not have the high axle loads of MTVs. Here are some MTVs and MTDs currently on the market:
tons and can move 1,300 tons per hour. Weighing in at 56,000 pounds, Vögele says, the MT 3000-2i is “heavy enough to get the job done, but portable enough to haul to operate on bridges.” The receiving hopper offers active remixing with two EquipmentWorld.com | October 2017 37
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highway contractor 16-inch diameter conical augers, and the paver hopper features passive remixing with an optional 17-ton or 22-ton receiving insert. Cold crusts are broken up by a grate system in the insert, which creates smaller clumps that can absorb heat from hotter mix. Vögele reports this passive remixing can help lower owner expenses because it “costs nothing in terms of energy or maintenance.” The primary and secondary conveyor belts, measuring 43 inches wide, are heated to eliminate “warm up” loads and to keep material from sticking to the belts. Heated scrapers also aid in keeping the belts clean. The secondary conveyor has a swing capacity of 55 degrees left and right, a feature new to the North American version. The MT 3000-2i also automatically slows or shuts down feed when the paver hopper is filled. Another feature that can keep the operator focused on steering is a propel system with a pre-set automatic distance control that keeps the feeder at a set spacing from the paver.
| continued BOMAG Cedarapids CR662RM BOMAG has updated its Cedarapids CR662RM RoadMix material transfer vehicle and paver combo machine with a 260-horsepower Tier 4 Final Cummins engine. The company says the CR662RM can be converted from an MTV to a paver within four hours by removing the rear conveyor assembly and replacing it with a screed. “If necessary, a contractor could pave with the RoadMix in the morning and use it as an MTV in the afternoon,” according to the company. The rubber-tracked CR662RM features 21-psi fully loaded ground contact pressure. It can cross bridges fully loaded and can be transported to a jobsite the same way as a 10-foot paver, BOMAG says. The Remix Anti-Segregation System delivery augers feature hardfaced back sides and pitch spacing transitions ranging from 10 inches at the front of the hopper to 12 inches at the back. The throughput capacity can exceed 500 tons per hour in both the paver and MTV configurations. BOMAG says the machine’s platform design improves operator line of sight to the sides and includes a pivoting seat that extends beyond the sides. The operator console also pivots to line up with the seat, and the engine hood is sloped to improve sightline to the hopper.
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highway contractor
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Roadtec SB-1500e/ex The Roadtec Shuttle Buggy material transfer vehicle SB-1500 features a low weight and narrower wheel base. Capable of storing up to 15 tons of asphalt mix, the unit enables haul vehicles to unload as soon as they arrive at the paving operation, substantially reducing trucking costs, says Roadtec. The SB-1500 features an end dump hopper or an optional windrow pickup head. It also has an anti-segregation auger that remixes materials to control aggregate and temperature segregation. The strong frame is fabricated, welded and assembled by Roadtec. All conveyors are outfitted with durable roller bushing chain. Flights are made of abrasion-resistant steel, and the machine uses thick wear plate linings on conveyor floors. The floor of the paver loading conveyor is insulated against heat loss. Rails installed at the bottom of this conveyor help protect it from damage that could be caused by
impact with the paver. Sized for mass discharge from standard haul trucks, the front hopper allows trucks to unload quickly. A vibrating bottom plate in the hopper prevents material buildup. Heavy-duty, swiveling support casters under the hopper ensure smooth movement. Ground operators can adjust the hopper and baffle position from either side. The engine is accessed by hydraulically lifting the one-piece hood. Hinged access doors make the oil cooler, radiator and pumps easy to reach. Hydraulically operated cleanout doors are found at each conveyor.
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2017 | EquipmentWorld.com 40 October Land-146B.indd 1 Untitled-3 1
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Weiler E2850 Remixing Transfer Vehicle The Weiler E2850 is designed to keep jobs moving with 25 tons of on board storage, which allows for increased trucking efficiencies in non-contact, nonstop paving, says the company. The unit remixes material to reduce both thermal and aggregate segregation. High-torque, direct-drive motors with a loop flush cooling system on the conveyor and elevators reduce heat stress within the hydraulic system for long-term
operation. Ground-level hopper access and full-width hydraulic doors allow for quick access to daily maintenance and inspection points. Visibility and maneuverability are increased by a 12-inch shifting operator platform and optional rear steer with 14-foot inside turning radius. Optional features include a windrow head, in addition to dump hopper, a spray-down system for chains and sprockets with a 60-gallon tank and 3/8- or Âź-inch storage hopper wear plates.
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PARTNER SOLUTIONS | KUBOTA
Make quick work of a range of jobs with the KX040-4, which features a load-sensing hydraulic system and outstanding digging force. Paired with the optional Hydraulic 6-in-1 blade, the KX040-4 saves time when backfilling trenches by eliminating the need for repetitive right-angle repositioning.
MULTI-TASKING MACHINES Compact excavators boost productivity, cut costs
W
ith their eye on the bottom line, today’s contractors are searching for solutions that allow them to do more work with fewer machines. The latest compact excavators, which offer a productivity-boosting combination of power, performance and reliability, deliver just what they’re looking for. For contractors, maximizing performance and productivity on the jobsite while controlling costs at the same time can be a demanding task. However, when manufacturers updated their engines to comply with Tier 4 final emissions
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regulations, a host of new machine improvements accompanied the upgrades, allowing customers to realize advantages and get more out of their machines than ever before.
Productivity and performance
“Without a doubt, engines have influenced the new technologies found today on compact excavators,” says Jeff Jacobsmeyer, Kubota CE product manager for excavators, TLBs and wheel loaders. “Manufacturers had to adapt and change engine components to meet stringent Tier 4 final requirements, thus changing the
performance characteristics of the engines.” Engines now run more efficiently and deliver better horsepower than ever before. When selecting a compact excavator, choose a model that will offer you performance and versatility to suit your needs, he says. When choosing a model in the 3- to 4-ton size class, you’ll want a machine loaded with performance enhancing features. One such feature on the Kubota KX040-4 is a load-sensing hydraulic system which provides exceptional control and delivers outstanding digging forces. One way compact excavators have become ultra-productive is through increased fuel savings. Standard features like Kubota’s ECO PLUS, technology that prioritizes reducing fuel consumption while placing an increased emphasis on environmental preservation, are critical tools for contractors looking to deliver a larger profit margin to their company’s bottom line. When combined with an auto idling feature, the operator not only lowers fuel usage, but reduces noise on the jobsite as well.
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ability to adjust the flow on the hydraulic auxiliary allows the operator to “dial in” and perform the task with precision. For example, the flow of a thumb will require much less flow than a breaker.”
Selecting the right attachments
Contractors with compact excavators in their fleet already know bigger isn’t always better. These machines feature much of what their larger counterparts have to offer, but can work in a smaller footprint at a lower operating cost. However, to get the most out of the machine, and ultimately increase profits, choosing the right attachments is important. Here are three great options to consider:
The KX033-4 3-ton compact excavator features a new cab, accepts Kubota Quick Attachments and will have an available extendable dipper later this year. The KX033-4 delivers best-in-class hydraulic power, achieving fast cycle times to move more material per hour.
Jacobsmeyer says customers’ expanded use of equipment attachments is also changing the way the equipment is designed, broadening the machines’ capabilities. “Customers are looking at how to get more out of their machines, and ultimately increase profit levels with the right options and attachments,” he says.
The attachment advantage
Getting more power out of an attachment requires delivering more
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hydraulic power to that attachment, increased operator control and hydraulic efficiency to maximize the attachment performance. “For example, on our models KX033-4 through KX080-4, the auxiliary hydraulic system can be conveniently programmed for up to five different flow rates for specific attachments on a new digital control panel,” Jacobsmeyer says. “This can all be done from the comfort of the operator’s seat with just a push of a button. Having the
• Quick Coupler: This is a musthave attachment for operators who need to switch tasks with expediency and ease. • Hydraulic Thumb: A hydraulic thumb is great for moving irregular shaped objects, handling debris during cleanup, and placing objects with accuracy. • Hydraulic Angle Blade: This blade can be angled to the right or left to push soil aside while the machine moves forward, eliminating the need for repetitive right-angle repositioning when backfilling trenches. Whatever the attachments required, Jacobsmeyer suggests pairing them with a carrier suited for the job. For example, he says, the KX033-4 delivers best-in-class hydraulic breakout power while setting the pace by achieving fast cycle times, an important result when considering productivity issues. “This results in more material moved per hour when tested headto-head against other 3-ton excavators,” he said. The overall result is a boost to the customer’s bottom line. For more information visit kubota.com
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CONGRATULATIONS
to the 2017 Contractor of the Year winner and finalists IN
R
E
N
W
Roy Chipley
Raymond de Vre’
Carl Jones
Hiram DuRousseau, II
Chipley Company Florence, South Carolina
Blacktop Paving Homewood, California
Carl R Jones Excavating & Hauling Fredricktown, Missouri
HD Truck & Tractor Lake Charles, Louisiana
Jim Hutzel & Charity Bennett
Leo Livengood
Matthew Whaley
KAT Excavation & Construction Hutzel’s Concrete Construction Sour Lake, Texas Malvern, Arkansas
Livengood Excavators Walnutport, Pennsylvania
Whaley and Sons Kodak, Tennessee
Richard Preston & Claudia Preston McCord
Joseph Palmer
Tom Sawyer
Marshall Flowers
McKinnley Excavating Chattanooga, Tennessee
Sawyer Construction Fremont, Nebraska
Sun Construction Darlington, South Carolina
Preston Construction Johnson City, Tennessee
Kerry & Belinda Trest
Sponsored by:
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contractor of the year
| by Tom Jackson |
TJackson@randallreilly.com
Raymond de Vre’, Blacktop Paving City, State: Homewood, California Year Started: 1972 Number of 16 employees: Annual revenue: $3 million to $5 million Markets served: Asphalt paving, parking lots, driveways, municipal, tennis court grading and excavating
Raymond de Vre’
Keeping it clean in a dirty business A
sphalt paving may be the dirtiest job in construction. Raymond de Vre’s solution – and one of the reasons he’s been so successful in the business of asphalt paving – is that he keeps it clean. In the Lake Tahoe area, where de Vre’ runs Blacktop Paving, multimillion dollar homes are the norm. De Vre’ keeps these clients happy and reaps referrals from them by keeping his equipment and his jobsites spotless. Trucks? Blacktop Paving’s signature color is white, the better to show his crews’ attention to detail. “When we roll up to a jobsite, people are impressed at what our company looks like,” says de Vre’. “The guys park in an orderly fashion. They have all their safety gear on. They put out any cones necessary, and then they start downloading equipment. It’s choreographed, like a show.” That ability to take one of
construction’s dirtiest jobs and turn it into a precision performance has enabled de Vre’ to go from a laborer after high school to the owner of a $5 million company.
Pay raise It was an insultingly small pay raise that first put the idea in de Vre’s head that he should start his own business. Forty-five years ago, he moved from New York to Lake Tahoe, in large part to enjoy the skiing in the California Sierras. He started working for a landscaping contractor and then an excavating contractor, all the while watching, learning and figuring out how to do jobs better and faster. After six years of this, he decided to go it alone. He didn’t have much money. A friend co-signed his first loan, and a sympathetic equipment dealer gave him a roller, paver and tack pot – all used, on consignment. “He gave me two years to pay it off,”
says de Vre’. “I paid it off in seven months.” As fate would have it, the Tahoe area’s economy slumped just about the time de Vre’ started Blacktop Paving. “I looked at myself and said, ‘I can’t let this fail because I just committed to all this equipment,’” he says. The solution was a double dose of hustle. “I went door to door. I would tell people I was doing a job down the street, and if I could do their driveway and the one down the street the same day, I could make them a good deal. It was one of my busiest seasons, and it worked out very well.” That next season, the house-tohouse marketing didn’t stop. “I went out and developed relationships with people in the community, and that just started snowballing,” de Vre’ says. As the economy improved, the EquipmentWorld.com | October 2017 45
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contractor of the year |
continued Pavement recycling has become an important part of the business in environmentally conscious California.
Clean, white trucks make it clear to customers and prospective customers that the company pays close attention to details.
contractors, building subdivisions and condominiums noticed his work. “I was doing more advertising by the appearance of my work than I was by the phonebook. People would read my name on the white barricade and call. I still use this same strategy today. Clean equipment, orderly jobsites. All these things are very important to me, because people see that it’s a professional company.” Paving through some of the Sierra’s most scenic forest trails requires an expert touch.
Positive peer group De Vre’ learned by doing, and sometimes by trial and error, but he
credits his relationships with mentors and other contractors as a key to his success. Many of those relationships still hold value today. “This is a very tight community, and I was never afraid to ask other paving contractors with big companies, ‘How do you do this?’ And they would actually guide me along. I have a lot of friends in this business. We call each other; we help each other with problemsolving.” Some of de Vre’s employees eventually left to form paving companies and compete with Blacktop Paving. But in this small mountain town, community holds sway over competitiveness. “If somebody has a breakdown or needs a piece of equipment, we help each other out,” says de Vre’. “And I’m not afraid to ask.”
Rightsizing From parking lots and driveways, de Vre’ continued to build the company until the most recent recession hit, and construction in California and elsewhere came to a grinding halt. But like he’d done in the past, de Vre’ turned the downturn into a step up. As luck would have it, a utility company was digging a trench for a pipeline down the center stripe of several miles of road and needed
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Customer appreciation e’s a super hardworking and “H driven guy,” Jake Mahoney, at Teichart Rock Products, says of
Raymond de Vre’. “It takes a specific type of drive and talent to work in paving in that area, and they have been successful for a very long time.” “I’ve known Raymond since his late teens as we both progressed in our business, and he has done practically 99 percent of our paving,” says Rich Loverde, of Loverde Construction. “He’s been a good friend and partner, and if there is an emergency, Raymond is always there for us.” “They’re probably one of the best paving contractors we’ve worked with in the last 40 years,” says Al Pombo, of Al Pombo Excavation.
The main crew: (top row from left to right): Antonio Calzada, Manuel Salinas, Raymond de Vre’, Salvador Hernandez; (bottom row) Mark Panko, Brittany Rupp, Sebastian Fedoro, Oren Birdsall the cut patched and paved. “We bought a smaller paver for this job and smaller rollers to fit in the ditches,” says de Vre’. “It was a big investment. But the GC saw that we were doing the job the way they wanted, and they gave us more work the following year. All this evolved us to a higher level and pulled us out of the slump.” The recession also held another silver lining. As paving companies around the state in neighboring Reno, Nevada, began laying off crews, de Vre’ had his pick of talented, experienced craftsmen. “I was able to pick up very good operators, very skilled workers,” he says.
Mix of work Despite his successes, de Vre’ never tried to grow beyond the business formula that he knew worked and allowed him to achieve the quality he wanted. “We found our niche was in small commercial, residential and municipal; bike trails and patching;
utility line patching; and golf course trails. We work with several excavating contractors and just do the paving for them. They do the base work, and we come in and just lay asphalt,” he says. “Being focused on one thing allows me to be more successful in the bottom line. I know paving. My guys know paving.” He has branched out into asphalt and concrete recycling. “We pulverize material into the ground and reuse it as a base, and we find it’s a better product,” de Vre’ says. The company will also take out asphalt and concrete and have it recycled into RAP to be used on future projects, a process that’s increasingly popular in environmentally conscious California. The recycling addition to his business mix is no whim. De Vre’ bought a Wirtgen milling machine and a Cat recycler for the work.
Employees “Our whole business is based on three words: safety, performance
and quality,” de Vre’ says. “That goes from the office and office manager to our estimator, out bookkeeper, our whole crew, equipment operators, we all have to work together. It’s a whole team. I believe in teamwork. “The secret is communicating well with everybody, providing them with the equipment they can work with and standing behind them and recognizing them when they’ve achieved the standard of work you’re trying to do. “When you have 16 people, you have 16 different personalities, and they don’t all see eye to eye. So, you need to communicate and bring out those concerns so you can work together on them.”
Skiing and paving In the off-season when not paving, Raymond coached the Squaw Freestyle Team and several Olympic athletes including Johnny Moseley, Shannon Barkey and other U.S. Ski Team members. For 28 years, his strong yet gentle approach delivered the same kind of results and longlasting relationships on the slopes as those he achieved in the paving world. His advice for athletes and contractors: “Go after your dreams, and you will achieve them. Work hard, learn all aspects of the business and believe in yourself.” EquipmentWorld.com | October 2017 47
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COME TRY OUT THE
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engines
| by Tom Jackson |
TJackson@randallreilly.com
MANAGING TIER 4 FINAL EMISSIONS SYSTEMS
New engines above 74 horsepower come with sophisticated exhaust aftertreatment technology that demands preparation and protocols.
T
he day you take delivery of a new machine is one of excitement and celebration. But this year, and in the future, the thrill of new iron should be tempered with a thorough plan to manage the new exhaust emissions systems that come with your Tier 4 Final equipment. Exhaust emissions from diesel en-
gines have been cut by more than 95 percent in the last decade. To get diesel exhaust this clean, Tier 4 Final engines above 74 horsepower use a technology called selective catalytic reduction (SCR) and need regular refills of a product you’ll be dealing with a lot – diesel exhaust fluid (DEF).
In an SCR system DEF is sprayed into the exhaust stream before it enters a catalytic chamber. In the catalytic chamber the DEF converts to ammonia and changes the NOx in the exhaust (a harmful pollutant and source of smog) into harmless water and nitrogen. SCR technology is an ingenious EquipmentWorld.com | October 2017 49
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marriage of mechanical engineering and chemistry. And the systems are designed to be transparent to the end user with minimal maintenance requirements, save for the DEF refills. But you need to be aware of several things: • The amount of DEF you will need to run your Tier 4 Final machine. • The most appropriate storage and dispensing protocols. • The importance of DEF purity. • How to keep your DEF clean. (Note that diesel engines 74 horsepower and below don’t require SCR or DEF and use simpler technologies to meet their exhaust emission targets.)
Estimating DEF use DEF consumption is calculated as a percentage of fuel burn. Most OEMs claim 2 to 7 percent. So, an engine with SCR, on average, will go through two to seven gallons of DEF for every 100 gallons of fuel consumed. The variance is due to operating conditions and the balance OEMs strike between SCR and other exhaust emission technologies in the engine. Most manufacturers size their DEF reservoirs to hold enough fluid to last through one to two tanks of fuel, says Brad Stemper, product manager, Case Construction Equipment. Backhoes and skid steers typically have smaller DEF tanks, and with intermittent use, they may only need refills
On larger machines, DEF tanks (note the blue filler cap) are sized so that you refill with DEF every one or two diesel refills. On smaller machines, the DEF tank may be sized to last a week or so.
Urea SCR
NOx
Engine Exhaust
N2
CO
CO2 H2O
HC
PM
PM Oxidation Catalyst
DEF Dosing System
NH3 Oxidate Catalyst
In an SCR system, the engine exhaust is piped through a series of catalysts and filters and dosed with DEF. It then exits the exhaust stack as harmless nitrogen, water, carbon dioxide and a small amount of particulate matter.
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DEF can be carried and dispensed from transfer tanks in the back of pickup trucks for fleets with moderate DEF refill needs.
once a week. Larger production machines that consume more may require DEF refills more often, so it’s best to monitor your equipment when new and have DEF available until you familiarize yourself with its consumption rate related to fuel use, he says. Engine load, humidity, temperature and purity can also affect consumption, says Luke Van Wyk, sales manager at Thunder Creek Equipment.
Don’t get caught short The key point to remember is if you run out of DEF, your engine will derate to the point where the machine won’t be productive. Therefore, estimating how much DEF you will need is crucial to maintaining machine uptime. Running out of DEF is as shortsighted and as pre-
ventable as running out of fuel. For a new Tier 4 Final machine, Van Wyk says, one strategy is to use off-the-shelf jugs of one or two and a half gallons until you have a good idea of your DEF-to-fuel ratio. This should only take a month or so to establish a baseline. Then you can start investigating more economical bulk storage and dispensing solutions to meet your long-term needs. Once you’ve got your baseline established, you probably don’t want to continue using jugs of DEF except for emergency fills. Even though they may seem convenient, frequent refills from jugs increase the possibility of contamination.
Storage and dispensing Beyond individual jugs, DEF bulk containers come in a variety of sizes to meet just about every need –
50- and 100-gallon totes for service trucks, and trailered tanks that can hold from 500 to over 1,000 gallons of DEF to service large fleets. Smaller contractors with a handful of equipment can get tanks that fit across the bed of a pickup truck and hold both diesel fuel and DEF. For large fleets, many fuel suppliers incorporate DEF onto their fuel delivery trucks to accommodate contractors’ needs, says Andy Miller, new product support supervisor at Caterpillar. In selecting one of these options, it is important to consider future needs, says Van Wyk. “Take a longterm look at this. The technology is not going away. This will be a large part of your fleet management strategy over time. Have a solution that is scalable.” Van Wyk encourages contractors EquipmentWorld.com | October 2017 51
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Many refuelers are opting to carry a small DEF tank on their diesel tankers to serve large fleets.
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to study their operations and decide whether to bring the machines to the DEF or the DEF to the machines. “Consider the cost of moving that machine across a jobsite to the DEF source versus a more mobile strategy,” he says. Also think about how you’ll handle DEF refills if you have multiple jobsites. Regardless of the size or mobility of your DEF bulk handling equipment, you probably don’t want to purchase more DEF than you can consume in a year, says Jessica Shetler, product marketing manager for construction and forestry engines and powertrains at John Deere. “That puts it on a purchase schedule similar to your oil and coolants,” she says.
DEF purity Contamination of DEF is one of the largest contributors to DEF system problems, says Miller. Contaminants, such as dirt, metal or other fluids, not only reduce the effectiveness of the DEF, but can damage the mechanical operation of the SCR system and poison the catalyst.
For bulk supplies of DEF, a 330-gallon tote can be stored at the shop and used to refill mobile trailers’ transfer tanks.
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DEF and ammonia are corrosive, explains Van Wyk. “If you inject any metals into that product, those metals get caught and build up in the catalyst. With continued exposure, that will break down the reactive centers in the catalyst and essentially rust the catalyst from the inside out. Once the catalyst is degraded beyond a certain point, it cannot be repaired. It has to be replaced.” What’s the price tag for replacing an SCR system catalyst? You’re looking at upwards of $20,000. How much metal does it take to contaminate one? One-tenth of a teaspoon in 5,000 gallons of DEF. (For more on DEF contamination see our article at: bit.ly/DEFcontamination)
How to keep clean To prevent contamination, DEF should always be transferred in a dedicated container that is compatible with DEF. Keep the container closed when storing or transport-
ing DEF and clean the area around the fill neck when refilling the DEF tank to ensure debris doesn’t enter the tank, says Shetler. This generally means stainless steel, polypropylene or high-density polyethylene tanks, says Shetler. All hardware, pumping components and fittings should likewise be stainless steel or approved for DEF handling. The corrosive nature of DEF means it can degrade metal and painted surfaces, much like road salt degrades car bodies, she says. So, wipe up any drips or spills that fall on the floor or machine surfaces. Also note that DEF is two-thirds water, so it will freeze. “It doesn’t affect the quality of the DEF, but keep in mind, if you go out to refill your machine in the winter, you may encounter a chunk of ice in your DEF supply,” Shetler says. You can prevent this minor inconvenience by storing DEF where it stays above its freezing point of 16 degrees Fahrenheit.
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If you are using DEF in gallon jugs, dispose of the jugs after use. Don’t attempt to refill them, as this will increase the chances of contamination. The industry standards for DEF storage and handling are detailed in ISO Standard 22241-3. “The highest point of risk is the individual who is putting the DEF into the machine,” says Van Wyk. “You have to employ technology and education to make sure they do it right. It’s easily taken for granted. The way you handle DEF from a bulk supply to the machines will have a profound impact on how that machine operates, its service time, longevity and downtime.”
T4F education and training Your education efforts may have to dispel some old habits and myths as well. “Diagnostics used to be about being able to listen to the engine and watch for smoke,” says Shetler. “But those levers aren’t available anymore.” Today it’s telematics and digital diagnostics that tell you how the machine is performing and give you early warning signals, she says. And those are all built into the operator’s dashboard. “Operators need to understand and know where the DEF-level gauges are,” says Stemper. “They need to understand that Tier 4 Final equipment is not built to idle like old school engines of the past, and that extensive idling has negative, long-term effects on the engine as well as total operating costs. They need to understand the warning lights and symbols. Whether it’s an SCR system running low on DEF or a CEGR (cooled exhaust gas recirculation) system in need of manual regeneration, you just can’t blow through those warnings. Education of all maintenance and operating staff won’t take much time, and it will be critical to long-term success.”
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safety watch
| by Tom Jackson |
TJackson@randallreilly.com
T
wo excavator operators were using a tandem lift procedure to carry a 128-foot section of 16-inch gas pipeline from a staging area to the installation area at the bottom of a hill. The pipe was secured by two slings about 20 feet from each end of the pipe. All excavator operators had completed the appropriate training and were considered experts on excavating operations. Although the victim was new to the company, he had 20 years of work experience operating heavy equipment, including excavators, and had been a member of the International Union of Operating Engineers. But according to OSHA, the employer had not established procedures for using two excavators during a lifting operation. The two excavators lined up on one side of the pipe, picked it up using slings and proceeded to walk it toward the trench. Once they got to the bottom of the hill, the excavator operators had to maneuver to the opposite side of the pipe to get into position to drop it in the trench. The first excavator lowered his end of Date of safety talk: Attending:
Illustration by Don Lomax
Tandem lift tragedy
the pipe to the ground and signaled to a coworker on the ground to detach the sling. Then he crawled the machine around to the opposite side of the pipe where the ground worker reattached the sling. The operator then raised the boom and picked his end of the pipe up off the ground again. The victim in the second excavator at the opposite end of the pipe attempted to do the same but did not lower his end of the pipe to the ground or detach the sling. At the point where he was halfway around the pipe, the end of the pipe came crashing through the windshield of the cab and struck him in the chest. Police and emergency services rushed to the accident site, but the operator was pronounced dead at the scene. Investigators believe the boom on the victim’s excavator may have accidently pulled back, sending the pipe crashing into the cab. The difference in elevation between the two machines may have also caused or contributed to the pipe’s movement.
Leader:
How this accident could have been prevented: • Implement a comprehensive safe work procedure for tandem lift operations. A lift plan should have been calculated and communicated, so the load could not swing directly in front of the operator’s cab. • Conduct a job hazard analysis on each worksite and procedure before work starts. Provide worker training that includes hazard recognition and avoidance of unsafe conditions. A formal, written lift plan is advisable. • Implement an effective method of communication between excavator operators and ground workers. This should include hand signals and two-way radios. • While excavators with chains, slings and other rigging are not considered cranes and governed by OSHA crane standards (OSHA 1970), a review of these procedures can help mitigate risks in complex tasks such as tandem lifts. For more information and details on this accident see: http://bit.ly/safetywatch10
_____________________ EquipmentWorld.com | October 2017 55
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| por Tom Jackson |
os operadores de excavadoras estaban usando un procedimiento de elevación en combinación doble o en tándem para cargar una sección de 128 pies de un gaseoducto, desde el área de preparativos hasta el área de instalación, al fondo de una colina. El ducto estaba asegurado por cabestrillos a unos 20 pies de cada uno de sus extremos. Los operadores de excavadoras habían completado la capacitación adecuada y eran considerados expertos en operaciones de excavación. Aunque la víctima era alguien nuevo en la compañía, tenía 20 años de experiencia operando equipos pesados, incluyendo excavadoras, y había sido miembro de la International Union of Operating Engineers (Sindicato Internacional de Operadores Maquinistas). Pero, según la OSHA, el empleador no había establecido procedimientos para utilizar dos excavadoras en una sola operación de elevación. Las dos excavadoras se alinearon a un lado del ducto, luego elevaron el ducto utilizando cabestrillos y procedieron a trasladarlo hacia la zanja. Una vez que llegaron al fondo de la colina, los operadores tuvieron que maniobrar al lado opuesto del ducto para colocarse en posición para dejarlo caer a la zanja. La primera excavadora bajó su extremo del ducto a tierra y señalizó a un compañero de trabajo al nivel del terreno para que soltara las amarras del cabestrillo. Luego hizo avanzar la máquina alrededor hacia el lado opuesto del ducto e hizo que la persona sobre el terreno volviera a amarrar el cabestrillo desde donde elevó el brazo telescópico y levantó de la tierra nuevamente su extremo del ducto. La víctima en la segunda excavadora, al lado opuesto del ducto, intentó hacer lo mismo pero no bajó su extremo del ducto a tierra ni desamarró el cabestrillo. Cuando estaba a mitad de camino alrededor del ducto, el extremo del ducto se vino abajo impactando el parabrisas de la cabina y aplastando el pecho del operador. La policía y los servicios de emergencia llegaron rápidamente a la escena del accidente pero el operador de la segunda excavadora fue pronunciado muerto en la escena. Los investigadores piensan que el brazo telescópico
TJackson@randallreilly.com
Tragedia durante una elevación en tándem
Illustration por Don Lomax
D
alerta de seguridad
de la excavadora de la víctima pudo haberse recogido accidentalmente enviando al ducto hacia la cabina. La diferencia en elevación entre las dos máquinas también pudo haber causado o contribuido al movimiento del ducto.
Cómo pudo haberse prevenido este accidente • Implemente un procedimiento exhaustivo de seguridad en el trabajo para operaciones de elevación en combinación doble o en tándem. Debió haberse calculado y comunicado un plan de elevación, para evitar que la carga pudiera balancearse directamente en frente de la cabina del operador. • Conduzca un análisis de riesgos laborales para cada lugar de trabajo y procedimiento antes de iniciar el trabajo. Brinde capacitación a los trabajadores que incluya reconocimiento de riesgos y cómo evitar condiciones inseguras. Se recomienda un plan de elevación formal por escrito. • Implemente un método efectivo de comunicación entre los operadores de excavadoras y los trabajadores a nivel del terreno. Este debería incluir señalización visible con las manos y aparatos de radio de dos vías. • Aunque las excavadoras con cadenas, cabestrillos y otras armazones no son consideradas grúas – sometidas a los estándares de grúas de la OSHA (OSHA 1970) – una revisión de estos procedimientos puede ayudar a mitigar los riesgos en tareas complejas tales como las de elevación en combinación doble o en tándem. Para más información y detalles sobre este accidente, por favor visite: https://www.cdc.gov/niosh/face/pdfs/full201305.pdf
Fecha de la charla de seguridad: Líder: Asistentes: 56 October 2017 | EquipmentWorld.com
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earthmoving and grading attachments | by Don McLoud | DonMcLoud@randallreilly.com Turn a skid steer into a grader The Edge grader blade and laser system is designed to turn skid steers and track loaders into grading machines. The attachment features a 96-inch blade, control box for in-cab hydraulic control of angle and tilt, and a reversible and replaceable cutting edge. The optional Leica laser control system provides grading accuracy. The transmitter features -5 to +25-percent grade capability in either axis and accuracy up to 3,608 feet, the company says.
Stop the rocking
Eterra’s Box Grader eliminates machine rocking while grading and aggressively tackles potholes, the company says. The grader attachment for skid steers is geared toward grading driveways and private roads. Eterra added an extra contact base with the ground to combat machine rocking and make sure the blades stay in place. The blades also ensure that potholes are dug up and resurfaced, not just filled in, the company says.
Getting the bigger picture
Topcon’s GX-75 control box for machine automation marks the company’s largest touchscreen display. The 10-inch screen is designed to provide a large and easy-to-use display for operators of dozers, motor graders and excavators. It is also sunlight-readable, has integrated virus protection and USB ports for saving and downloading files. Used with Sitelink3D monitoring and management service, it can instantly send and receive job information.
57 October 2017 | EquipmentWorld.com
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earthmoving and grading attachments | continued
Monitor progress remotely The Bobcat 3D grade control system saves time, fuel and money while grading for such projects as parking lots and roads, the company says. The system automatically directs a compact wheel loader and attachment to grade the ground after a computer-generated model is installed in the loader’s control box. The job’s progress can be monitored remotely with Connected Site software. Design changes can also be sent wirelessly in real time to the loader. The system uses GPS or UTS (Universal Total Station).
Buckets for abrasion
Control from the cab The SSGB-8B Skid Steer Grader Blade by Worksaver enables skid steers to perform subgrading and surface preparation operations. The 8-foot, six-way hydraulic moldboard with 25-degree rotation/tilt is controlled remotely from the cab via proportional current valve. The blade features a reversible beveled cutting edge and half-inch flat-faced hydraulic couplers. End-plate and laser-pole kits are optional.
Doosan’s severe-duty buckets are designed to handle abrasive materials during heavy digging and loading. Made for crawler excavators, the buckets feature side cutters, a shell bottom and side plates made of abrasive-resistant material. Reinforcing gussets strengthen the bucket’s fitting joint, front wear pads protect against rocks and other irregular material, and a wear strap on the bottom provides added wear resistance.
58 October 2017 | EquipmentWorld.com
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Achieving a wider angle The angle tilt bucket from Geith can rotate 45 degrees in each direction. It is designed for slope finishing, land clearing, waste handling and grading. It works with excavators weighing 3 to 33 tons. The buckets weigh between 388 and 2,039 pounds, with the largest having a heaped capacity of 1.75 cubic yards. Features include two heavy duty hydraulic cylinders, spill guards, cylinder guards, reversible bolt-on cutting edge, heavy duty side cutters and wear pads, and corrosionresistant high tensile pivot pins.
1 bucket, 4 uses Kubota’s 4-in-1 CB25 Combination Buckets add grapple, dozer blade, bucket and back drag capabilities to a skid steer. The buckets come in widths of 68, 74 or 80 inches. An optional spill guard adds bucket capacity. Along with loading, the bucket’s jaw can be used as a grapple to pick up loose materials. When the jaw is open, it can be used for digging, scraping, leveling and finish grading. It can also be used as a dozer for digging, moving and backfilling materials. EquipmentWorld.com | October 2017 59
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earthmoving and grading attachments | continued More capacity, better view
John Deere has created new buckets for its 744K-II, 824KII and 844K-III wheel loaders that have additional capacity and provide better visibility for operators. The buckets feature curved profile side cutters that allow for more material to be loaded and provide better retention of material. Narrow spill guards allow operators to see when the bucket is full. Bushed static pin joints make repairs easier.
Grading on auto-pilot
Case Construction Equipment has partnered with Leica Geosystems to introduce the SiteControl CoPilot for three Case M Series dozers. The system for 1150M, 1650M and 2050M dozers includes an inertial measurement unit, wiring harness and in-cab display. Operators can set a desired slope/grade reference, and the system will automatically adjust and hold the blade position without the need for lasers, masts or GPS. The system can be used on existing 2D and 3D machine control systems and is compatible with 2D and 3D Leica displays.
GAS DRIVEN
G30
R
60 October 2017 | EquipmentWorld.com Untitled-105 1
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CONQUER THE JOB SITE with an
elite rental fleet Versatility is everything when it comes to your rental equipment. The Sullair 185 and 375 Series portable air compressors are compact, easy to maintain, and conditioned to take on the toughest demands. Visit Sullair.com/Americas to learn more.
Rotate to excavate The Steelwrist Tiltrotator for Volvo excavators features 360-degree rotation and 45-degree left and right tilt. Volvo says the tiltrotator’s compact design improves digging performance and fuel efficiency. Volvo’s tiltrotator control system offers unique Untitled-25 1 World Ad_3.375x4.5_v3.indd turning to optimize hydraulic flow, ergonomic joysticks with013472_Sullair_Equipment three rollers that allow simultaneous operation of functions, and a color touchscreen. The Steelwrist’s front pin lock prevents the bucket from falling even when the connection fails, Volvo says.
© 2017 Sullair, LLC. All rights reserved.
1
For use with 9/5/17 10:21 AM 7/27/17 9:44 AM Pengo Aggressor® TriMax® and Severe Rock Ripper® Augers
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Extending dozer blades Rockland’s new Dozer Slope Board increases the size of a dozer blade and keeps the dozer on level ground when grading or light grubbing. The device’s dual-cushioned cylinder allows fine grading in any position at an angle of up to 82 degrees, the company says. The operator can also see the slope board’s entire cutting edge. The slope board works on any dozer with an inside mounted C-frame or push arms. A bolt-on extension is also available.
Compact and Lightweight at 130 lbs. Does Not Require a Case Drain
www.pengoattachments.com PH: 800.599.0211 | FX: 800.915.6904 pengosales@pengoattachments.com © Pengo Corporation 2017
EquipmentWorld.com | October 2017 61
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pro pickup
| by Wayne Grayson |
WayneGrayson@randallreilly.com
Ford’s best F-150 engine lineup yet offers choice of top payload, towing, mileage Ford’s 2018 F-150 arrives in dealerships this fall.
F
ord has provided more details on its 2018 F-150 engine lineup and says the new power options not only increase the truck’s capability, but also its efficiency. Notably, the new engine lineup offers customers a great deal of choice. Whether your priority is towing, payload or mileage, you can find an engine tailored to deliver. Three of the six available engines for the new trucks have seen improvements in fuel efficiency. First up is the second-generation 2.7-liter EcoBoost V6, which Ford says has seen a 1 mile-per-gallon improvement to city mileage on both 4×2 and 4×4 configurations along with a 1 mpg boost in
highway and combined mileage on the 4×4. The 2.7-liter EcoBoost now provides the F-150 with what Ford says is a best-in-class 20/26/22 (city/highway/combined) mpg. Meanwhile, the 3.3-liter V6 provides 19/25/22 on the 4×4 (an improvement of +1/+1/+2 over last year’s model) and 18/23/20 on the 4×4 (improvement of +1/=/+1). The 5-liter V8 gets 17/23/19 on the 4×2 (improvement of +2/+1/+1) and 16/22/18 on the 4×4 (improvement of +1/+1/+1). Ford has not yet provided details of the F-150’s new 3-liter diesel V6 other than to say it will be paired with a 10-speed automatic when it becomes available in the spring
of 2018. However, it’s likely this engine will be the same currently available in Jaguar’s Land Rover vehicles. The 3-liter engine that powers the Land Rover Discovery is rated at 254 horsepower, 443 pound-feet of torque, 21 mpg city and 26 mpg highway.
Power boosts Ford says the 325-horsepoewr, 2.7-liter EcoBoost has received a 25-pound-foot increase in torque to bring it to 400 pound-feet at 2,750 rpm. By comparison, the 3.3-liter port fuel direct-injection V6 that Ford offers with this truck is rated at 290 horsepower and 265 poundfeet at 4,000 rpm. The new 5-liter V8 Ford is offering will give the F-150 best-in-class payload capacity, Ford says. The automaker calls the improvements to this engine for 2018 “significant,” noting that horsepower has increased by 10 to 395, while torque has increased by 13 to 400 at 4,500 rpm. The 2018 F-150 marks the first time the V8 will be paired with a Ford-built 10-speed automatic transmission. Select the 3.5-liter EcoBoost V6 on the F-150 if towing capability is a must-have. This second-generation engine provides 13,200 pounds of towing capacity thanks to 470 pound-feet of torque at 3,500 rpm and 375 horsepower. A high-output 3.5-liter EcoBoost is available at 450 horsepower and 510 pound-feet of torque. Auto Start-Stop will be standard equipment across all models and engines. – Wayne Grayson
62 October 2017 | EquipmentWorld.com
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Ram 3500 steals torque crown from Ford, claims best-in-class fifth-wheel towing
The Ram 2018 3500 Cummins engine has an additional 30 poundfeet of torque.
R
am will bump up power for its 2018 Ram 3500, edging past Ford for bragging rights to best-in-class torque. The ramped-up Ram delivers 930 pound-feet of torque, or 5 more pound-feet than the 2017 F-350. The truck can also tow up to 30,000 pounds with its fifth-wheel hitch, which is 2,500 pounds more than a fifth-wheel equipped 2017 F-350. Working closely with Cummins, the 2018 diesel improvements include higher boost limits through a variable geometry turbo and flow-rate increases through the fuel delivery system enabling the 6.7-liter I-6 to produce an additional 30 pound-feet of torque. This improvement ranks the Cummins engine ahead of the competition with 930 total pound-feet of torque. The 30,000-pound fifth-wheel towing uprating is made possible by an in-house hitch design from Ram Engineering. The upgraded capability allows the Ram 3500 to haul the heaviest travel trailers in the industry. Ram reports that its new hitch will allow customers to move away from Class 4 and 5 trucks to haul trailers that would have otherwise been limited to 24,000 pounds. –Tom Quimby EquipmentWorld.com | October 2017 63 Untitled-5 1
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heavy trucks
| by Tom Quimby
The Cummins-Westport 8.9-liter compressed natural gas engine, while rated at 320 horsepower and 1,000 poundfeet of torque, delivers emissions that are 90 percent lower than the current EPA and California Air Resources Board NOx limit, and it meets the 2017 EPA greenhouse gas emissions requirements, according to Cummins Westport.
TEST DRIVE: Kenworth’s natural gas T880S impresses even off-road
K
enworth’s new 2018 T880S natural gas mixer is aimed at owners who need to comply with federal bridge formulas and cleaner local emission regulations. The Cummins-Westport 8.9-liter ISL G Near Zero NOx engine provides quieter and cleaner performance with power that’s comparable to a conventional diesel. During a recent test drive near Seattle, Washington, the truck – even when its McNeilus 10.5-yard mixer was loaded down with 30,000 pounds of gravel – made easy work of hillside roads and off-road terrain. The Cummins-Westport 8.9-liter compressed natural gas engine, while rated at 320 horsepower and 1,000 pound-feet of torque, delivers emissions that are 90 percent lower than the current EPA and California Air Resources Board (CARB) NOx limit, and it meets the
2017 EPA greenhouse gas (GHG) emissions requirements, according to Cummins Westport. By comparison, a Kenworth 2018 T880S mixer equipped with a 10.8-liter MX-11 diesel engine churns out 430 horsepower and 1,650 poundfeet of torque. While you can’t argue with the numbers, the nat gas brother still delivers where it counts. And for some, that might be in metro areas where quieter and cleaner-burning trucks are the order of the day. The truck I was driving was spec’d by building materials giant CalPortland, and its Allison 4500 six-speed automated manual transmission made driving easy. Though Kurt Swihart, Kenworth’s marketing director, explained that the truck was more of a flat land spec, it still delivered impressive acceleration on and off-road.
The 2.1-meter-wide cab, a popular feature in the T880 lineup, offers plenty of elbow room. Switches and gauges are all available at a quick glance. The broad view over the short hood makes it easy to see the road ahead and brings on confidence fast. The truck responded well in tight turns during the off-road segment on the former grounds of the historic Weyerhaeuser lumber mill where Kenworth trucks went to work in the 1920s. While hauling 30,000 pounds of gravel with this CNG mixer, it just didn’t feel like I was carrying much of a load. Taperleaf 20K suspension in the front and Hendrickson HMX460 46K in the rear made for a smooth ride over off-road bumps. Helping during the ride was Kenworth’s proprietary GT702 high-back seat with a soft DuraSupreme cover. Cummins-Westport ISL G Near Zero natural gas engines can run on either compressed natural gas (CNG) or liquefied natural gas (LNG). The engines can also run on renewable natural gas (RNG), which provides an even deeper emissions drop. Swihart explained that filling up the CNG-equipped 2018 T880S mixer isn’t complicated nor timeconsuming. He said he filled it up from about a fourth of a tank to full (or roughly 3,600 psi) in about 15 minutes. “Diesel’s a little faster, but CNG’s a lot cheaper,” he said. “I bought 42 gallons of CNG – what they would call the diesel equivalent of CNG – and it was $93. So, it was like $2.29 a gallon.” EquipmentWorld.com | October 2017 65
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ÂŽ
AD INDEX Equipment World October, 2017 Advertiser
Web URL
Page
ASV, Inc.
asvi.com
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ATI Level Best
Level-Best.com
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ATSSA
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BEKA Lubricataion
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BKT USA, Inc.
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kubotausa.com
24-25
Kubota-Partner Solutions
kubota.com
42-43
Landoll Corp
landoll.com
40
Liebherr
liebherr.us/dealers-emt.com
Link-Belt Excavators
lbxco.com
Mack Trucks
macktrucks.com/newinterior
FC
Mattracks
877-436-7800
67
Mobile Barriers, LLC
www.mobilebarriers.com
68
Morooka
morookacarriers.com
66
Motion Industries
motionindustries.com
36
Pengo
www.pengoattachments.com
61
Progressive Commercial
progressive.com
RoadTec
roadtec.com
Rubbertrax, Inc.
www.rubbertrax.com
52
Shantui America Corp
shantui.com
12
Statement of Ownership
23
IBC 21
41 IFC-1
67
Sullair
sullair.com
61
Texas Truck Tuning
texastrucktuning.com
53
Top Bid
topbid.com
24
TopCon
topconpositioning.com/MAX
32
Towmaster,Inc.
towmaster.com
38
Toy Trucker & Contractor Magazine
www.toytrucker.com
67
Trail King
trailking.com
4
VMAC
vmacair.com/g30
Volvo Construction Equipment
volvoce.com/exfactor
60
Wirtgen
wirtgen-group.com/america
BC
ZORO
zoro.com
29
9
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final word | by Tom Jackson
TJackson@randallreilly.com
Reality on immigration
F
oreign born workers (almost all from below the border) make up more than 27 percent of the construction workforce. West of the Mississippi, I’d wager they make up half. The Washington Post puts the number of illegal immigrants working in construction at one out of every eight. A lot of angry people on the right are screaming for deportation. If they have their way, it could be devastating for the construction industry. We already have a crisis-level manpower shortage driving up prices and slowing down project completion dates. When it comes to immigration, the far right has been breathing ether and spitting flames for some time. And with so many of our nation’s problems, media-whipped frenzies of emotion have triumphed over facts. But the facts are these: 1. Deportation is a pipedream. There are 800,000 “dreamers” and some 12 million illegal immigrants in this country now, according to the Pew Research Center. You can put Attila the Hun in charge of the government but no way can we deport this many people. Even if we loaded them on buses at gunpoint, we can’t deport 20,000 – a small city’s worth – every day, which is what it would take to get them all gone by the next presidential election. 2. Any large-scale attempts to drive these immigrants out of the country would be as big a humanitarian disaster as the Trail of Tears. Even a limited attempt to force Hispanics (other than felons) back to Mexico would become a media and public relations disaster of epic proportions. The Republican Party and conservative causes would never recover. 3. Nobody in Washington, D.C., wants to end illegal immigration. To the Democrats, they’re future voters. To the Republicans and some businesses, they’re cheap and easily exploitable labor. Congress passed immigration bills in 1965, 1980, 1986, 1990 and 1996. But since
2001, every attempt to pass a new bill has been scuttled. If they wanted reform, they would do it, but they don’t. There’s no question we need to control who comes into this country, but Congress’ inaction combined with Trump’s jingoism creates a precarious situation for construction contractors. If the illegals are driven deeper underground, they will be more exploitable, undercut wages, cheat on taxes, compete unfairly against your legitimate business and more likely to give up on construction and turn to crime. Before the last election, Jeb Bush co-authored the book, “Immigration Wars” that outlined a reasonable approach to this problem. In addition to describing how unreasonable and counter-productive our immigration policy is, Bush pointed out that unless we actually start importing lots of young, ambitious workers from somewhere, our economy and our Social Security net may fail. There aren’t enough young people paying into Social Security to keep it solvent past 2040. Immigrants – or massive tax increases on our children – are the only lifeline. And the final hard fact we have to face is that we’ve lost two, maybe three, generations of young men when it comes to preparing them for the rigors of a career in construction. Thanks to lax attitudes toward pot, Adderall and other drugs to suppress the natural energy of boys, the defunding of vocational schools and shop class, and the collapse of the Protestant work ethic, most 20-something Americans don’t have the mental attributes or physical stamina for construction work. If the issue concerns you at all, I suggest you read Bush’s book and then use it as a benchmark for all your votes in the future. If there are local immigration advocacy groups, and they’re not of the nutty kind, get involved. Talk to your elected leaders. Your future hangs in the balance.
70 October 2017 | EquipmentWorld.com
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Never Settle.
True Power At Liebherr, we custom-engineer every machine to perform as efficiently as possible. The Tier 4F emissions system in our PR 736 is practically maintenance free, designed from the ground up. The electronic drive system automatically adjusts to keep operators in the “sweet spot” – even when saving fuel in ECO mode. And like all our machines it is built to last with exclusive Liebherr components. Locate your dealer at liebherr.us/dealers-emt. “We haven’t compromised on anything; why should you?” Liebherr USA Co. Construction Equipment Division 4100 Chestnut Avenue Newport News, VA 23607 Phone: +1 757 245 5251 E-mail: Construction.USA@liebherr.com www.facebook.com/LiebherrConstruction www.liebherr.us
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