Equipment World October 2018 by Tony Brock

equipmentworld.com | October 2018

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Compact utility loaders come into their own

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Vol. 30 Number 10 |

Cover Story

table of contents | October 2018

MACHINE MATTERS:

COMPACT UTILITY LOADERS PACKING MORE POWER Whatever you call them, these little dynamos offer versatility and performance

Equipment 13

Marketplace

Kubota’s new Sidekick RTV, John Deere EH Boom, Gehl DL series telehandler, Cat 5-seater UTV, Knikmops KM100 Intrepid mini-loader, Tropos’ Able RX electric truck

Road Technology

Connected vehicle technology could curtail work-zone crashes.

67 Concrete Attachments Upfit your equipment to haul, mix and pour concrete with attachments from Cat, Toro, Bobcat among others.

EquipmentWorld.com | October 2018

table of contents | continued

Features

33 Maintenance

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41 Highway Contractor

Editorial Director: Marcia Gruver Doyle Executive Editor: Tom Jackson Online Editor: Wayne Grayson Senior Editor: Joy Powell Managing Editor: Don McLoud Contributing Writer: Richard Ries editorial@equipmentworld.com

How to measure and evaluate dozer undercarriages. Choosing the right screed mount boils down to preference, training.

of the Year Finalist 51 Contractor Victor Serrambana Jr., VMS Construction, Vernon, Connecticut

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9 Reporter New national, state programs show promise in easing labor shortage. 27 Tier 4 Overview

Deciphering the impact of Tier 4 on your equipment maintenance and management operations

37 Technology Deere debuts industry’s first mast-free motor grader GPS system.

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63 Heavy Trucks

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Test Drive: Peterbilt Model 567 offers consistent power, versatility, comfort.

65 Pro Pickup

Ford rips out Raptor’s heart and puts it in luxurious 2019 F-150 Limited.

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

Zoned out I

f you look at fatal traffic crashes in total, drunken driving (cited in 28 percent of deaths) as a contributing factor far outweighs distracted driving (9 percent), according to 2016 tallies reported by the U.S. Department of Transportation. Whether these same percentages are reflected in work-zone fatalities is a matter of conjecture, since these “human choices,” as the USDOT terms them, can be difficult to decipher in the work-zone slice of the data, according to the National Work Zone Safety Information Clearinghouse. But it’s telling that when investigators examine a work-zone fatality (indeed any traffic fatality), there are two go-to places: the toxicology report and cellphone records. As Senior Editor Joy Powell’s story starting on page 55 points out, technology may be part of the answer to combating technology. Several DOTs are looking to connected vehicle technologies to fight the backlit screens that lure our attention from the road. It’s a mission that’s especially important to Craig Parker, vice president of Silver Star Construction and current National Asphalt Pavement Association president. As Parker details in a video on NAPA’s WatchForU work-zone safety campaign site (http:// watchfor.us), in 2017 a Silver Star flagger was hit and thrown about 80 feet – all because a pickup truck driver looked up from his phone too late. The flagger survived but is still in recovery. Surely, Parker contends, there are technologies that can assist contractors in keeping drivers alert and their employees safe while on road construction jobs. Joy has followed Parker’s quest since he became NAPA president in January. He’s become

a willing bleeding-edge adaptor, trying out products from several companies. The latest is Site2020’s Guardian SmartFlagger automated flagger assistance device, which allows a single trained operator to manage traffic on a jobsite. (For more, go to http://bit.ly/smartflagger.) Solutions in getting workers out of harm’s way cannot come too quickly. In 2016, the latest year for which work-zone fatality information is available, 143 workers died in work zones, according to workzonesafety.org. The irony is that they accounted for just 19 percent of work-zone fatalities that year, meaning that drivers and pedestrians were even more at risk. Putting down your phone is more likely to save your own life than those of the workers you pass on the road. Of course, distracted driving is just one of many culprits in work-zone crashes. Drunken driving still holds its No. 1 place of shame for reasons why these incidents occur; the most recent estimate (2015) says alcohol was involved in a quarter of work-zone fatalities. One such fatality was Tyresa Monaghan, a 49-year-old flagger who was killed when an alleged drunken driver hit her on August 15th in Umatilla County, Oregon. The incident happened the same week that two other flaggers were injured on Oregon roads, one by a driver in an alleged fit of road rage over traffic delays. And as of press time, Illinois State Police were still investigating why a speeding driver careened into a Chicago-area jobsite in midSeptember, killing 61-year-old flagger Frank Caputo. The Tyresas and Franks still working each day to build our roads deserve our best solutions – and our attention.

EquipmentWorld.com | October 2018 7

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TJackson@randallreilly.com

New national, state programs show promise in easing labor shortage

he labor shortage only gets worse as time goes on. If you want proof of the dreary news, the Associated General Contractors of America’s latest survey has it: fully 80 percent of those surveyed said they are having difficulty finding craft workers. In sharing the survey results with the press in August, the AGC brought in some key construction contractor members to talk about what they’re doing to fight the shortage. These initiatives, both at an AGC national and state chapter level, are getting results and helping to turn the tide. AGC partnered with Autodesk for the survey, which gathered responses from more than 2,500 construction firms. The overwhelming majority were having a hard time filling craft worker/hourly positions and salaried jobs, says Ken Simonson, AGC’s chief economist. Further exacerbating the problem, job openings in construction have soared in recent months, according to the Bureau of Labor Statistics, and the number of unemployed construction workers has hit a low. “In other words, contractors are spending longer filling jobs and having fewer experienced workers to

choose from,” Simonson said. “It appears that labor shortages are not going away anytime soon.” (A copy of the survey results, including breakouts for 34 states, can be found at http://bit.ly/AGClabor.) Survey respondents listed some of the ways they’re trying to find workers on a company level, including: • Incentives and bonuses to attract workers: 34 to 25 percent • Increased pay: 62 to 56 percent • More in-house training: 46 percent • Hiring interns: 30 percent • More overtime: 30 percent • Changing hiring standards: 26 percent • Getting involved with career building programs in local schools: 48 percent • Using staffing firms: 32 percent • Using more specialty subcontractors: 28 percent • Using prefabrication and computer modeling to improve efficiency: 25 percent

Retooling the plan AGC is retooling its workforce development plan, which it issued in 2013, says Simonson, and is releasing EquipmentWorld.com | October 2018

reporter |

continued

an updated version that identifies steps federal officials should take over the next five years, including doubling the amount of money invested in career and technical education at the federal level. In its press conference, the association called for reforms to U.S. immigration laws that will allow more people with construction skills to legally enter the county. It also talked about a new targeted digital advertising recruitment campaign and investing in a series of workforce development initiatives created by member firms’ chapters.

Social media is something most of us might not be as familiar with as young people, but there is a lot of opportunity here to daylight this industry.”

C3 in Houston AGC members in Houston, Texas, are collaborating with project owners and other industries that suffer from labor shortages. The city’s Construction Career Collaborative (C3) is a nonprofit alliance of building owners, contractors and specialty contractors that focuses on employment Teach the teachers practices, safety training One of the more promising and skills training linked to initiatives came from the Orcareer paths, says Execuegon chapter of AGC. It deYou can start a career, detive Director Chuck Gremilveloped a program that gave lion. C3’s staying power teachers, principals and guidvelop the relevant technical comes from construction ance counselors a stipend companies and project to spend two weeks during skills, become financially owners who are requiring summer to learn about the C3-trained workers in their bids and contracts. To date, opportunities in the conself-sufficient and explore Houston has 27 construction struction industry, develop a projects with C3 requirelesson plan for their students where it takes you from ments in them at a value and get some college credits that exceeds $2 billion, says for their work, says Steve there, whether it’s a craft Gremillion. And it doesn’t Malaney, president of P&C hurt that C3 construction Construction in Portland. professional all the way up to projects have better than In addition to site visits, average safety metrics. the subjects cover everything being CEO of a company. Dan Gilbane, business from basic construction skills unit leader at Gilbane Buildto back office administration ing Company and a member and marketing, project management, supervision and of the AGC Houston board, suppliers. “Our goal was to make the teachers a chamis a partner in the Upscale Houston initiative, a skilled pion for the industry,” says Malaney. “We’ve grown the workforce development program launched four years program from 12 teachers the first year to 70 teachers ago to bring construction and other industries facing in five locations this year. And we already have people worker shortages together to create local solutions. lined up for next year and will surpass our numbers. “We really need a collective solution to provide Our goal now is to share this program with other conessential leadership and partner with educational comtractors and AGC chapters across the country.” munity organizations and leadership that’s engaged with the policy making decisions,” says Gilbane. Social media works “What we aim to do is foster the collective solutions Yohn Baldwin, president of Baldwin General Contracthat are necessary to address these challenges.” tors in Albany, Oregon, and chairman of the Oregon An essential part of Upscale Houston’s mission is to AGC workforce committee, says the chapter also hired provide clear career paths, says Gilbane. a media marketing consultant and developed a Twitter “A lot of these career paths won’t require a four-year feed while purchasing advertising on Twitter and Facedegree,” he says, “but that won’t end someone’s edubook and using other social media tools. cational journey. Typically that often complements it. “We’ve gotten tens of thousands of hits on our site You can start a career, develop the relevant technical and people repeatedly coming back,” says Baldwin. skills, become financially self-sufficient and explore “So we made the decision to go ahead and put more where it takes you from there, whether it’s a craft proresources behind this objective, and we’re laying out fessional all the way up to being CEO of a company. plans for a phase three to give this a broader reach. In a lot of ways, it’s the American dream.”

“

”

10 October 2018 | EquipmentWorld.com

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marketplace

| by Don McLoud |

DMcLoud@randallreilly.com

AN ALTERNATIVE TO A PICKUP ON THE JOBSITE Kubota views its new rugged terrain vehicle, the RTVXG850 Sidekick, as a “multipurpose vehicle” that allows those in construction and other industries to transition from pickup trucks on the worksite to a less costly, more nimble means of getting around. The XG850 can travel up to 40 mph with its 48-horsepower, gas-powered Subaru engine. That’s an 11 mph boost from Kubota’s other RTV-X models, making it Kubota’s fastest RTV. It has 1,000 pounds of payload capacity. It can tow up to 2,000 pounds on flat surfaces and up to 1,550 pounds on hilly terrain.

EDIT PICOR’S K

Cat’s five-seater UTV

Following the launch of the company’s first utility vehicles this summer, Caterpillar is expanding the lineup with a pair of five-seat models. Built by Textron, the new CUV85 and CUV105 D join the CUV82 and CUV102 D to expand the Cat UTV lineup to four. Like the two-seat models, the gas-powered CUV85 and diesel CUV105 D feature an all-steel cargo bed with a payload capacity of 1,000 pounds and a towing capacity of 2,000 pounds. Cat says seating is spacious, and it focused on a quiet and comfortable ride.

Adding big features to compact machines John Deere has introduced a feature package for its four largest skid-steer and compact track loaders to make operators faster and more efficient. The new EH Boom Performance package brings several boom and bucket functions found on Deere’s big loaders to 330G and 332G skid steers and 331G and 333G CTLs. The package includes Electronic Self-Level that automatically keeps the bucket or other attachments level, updated joysticks, Return to Dig reset for attachments, and Return to Carry reset for boom and bucket. EquipmentWorld.com | October 2018 13

marketplace

| continued

All-in-one joystick control Gehl has upgraded its telehandler lineup with its thirdgeneration DL series, with all four models featuring standard all-in-one joystick control: DL11-44 GEN:3, DL1155 GEN:3, DL12-40 GEN:3 and DL12-55 GEN:3. The joystick controls forward, neutral and reverse; boom extension and

retraction; attachment tilt; and auxiliary hydraulics. The operator can keep the other hand on the steering wheel. Gehl also improved visibility from the cab and added a lockable storage compartment for items such as work gloves, tools and blueprints.

When all you need is a small machine

Texas-based importer and distributor Miniloaders.com, formerly Compactgiant, has begun distributing a new articulated-steering mini-loader from Belgian manufacturer Knikmops. The Knikmops KM100 Intrepid series will come in two models: the standard boom Intrepid KM100 and the Intrepid KM100 Tele with a telescoping boom. Bucket capacities range from 0.2 to 0.5 cubic yards. The standard boom reaches 6 feet, 8 inches; the telescoping version goes up to 9 feet. They both run on 25-horsepower Kubota engines.

Travel 160 miles on one charge Silicon Valley startup Tropos Motors’ new line of all-electric compact utility vehicles boasts a range of 160 miles, the longest in its market, says the company. The street-legal Able RX is powered by a 26-kilowatt lithium-ion battery pack that extends the vehicle’s range four times more than the company’s standard Able configurations. It also boasts the longest range among its competition, says the company. The Able XR can travel up to 45 mph, and up to 160 miles at 25 mph. It can tow up to 2,000 pounds on public roads or 3,000 pounds on closed campuses, the company says. These product introductions are just a few of the many featured regularly on equipmentworld.com. 14 October 2018 | EquipmentWorld.com

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machine matters

| by Richard Ries

COMPACT UTILITY LOADERS

PACKING MORE

POWER Whatever you call them, these little dynamos offer versatility and performance

etâ&#x20AC;&#x2122;s get the naming protocol out of the way. OEMs that make only wheeled models refer to these as mini skid steers. Those making only tracked models call them mini compact track loaders. Those that make both use the term compact utility loader (CUL), and since that seems inclusive, weâ&#x20AC;&#x2122;ll stick with it. What are CULs? Like skid steers and compact track loaders, compact utility loaders are loaders first, and loader specs matter: hinge pin height, reach at full lift and breakout force. Also like skid steers and compact track loaders, compact utility loaders have become prime movers for a wide range of tools and attachments. Our Equipment World Spec Guide category 16 October 2018 | EquipmentWorld.com

for these machines, Compact Toolcarriers, reflects this fact. But different specs take prominence here, including lift style (radial or vertical), hydraulic flow and pressure and attachment interface type. Some CULs are stand-on, some walk-behind, some are available in either style, and some allow the operator to switch between styles on site. The big restriction in their design and development is that traditionally they had to fit through a 36-inch gate. This was to meet the needs of the target market of landscapers, groundskeepers and others working finished areas with controlled access.

Broad appeal Their versatility endears CULs to their owners and

Compared to the smaller MT55, the Bobcat MT85 offers 14 percent greater lift height and a 23 percent increase in travel speed. The standard ride-on platform attaches with quickrelease pin connectors.

EquipmentWorld.com | October 2018 17

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machine matters

makes them essential to their fleets. Because of their ability to slip through narrow openings, function in tight quarters and perform myriad tasks, CULs offer value and performance unmatched by other machines. CULs have a lower initial cost than other types of equipment, making them excellent entry-level machines for those starting out in business. Their ongoing owning and operating costs are low, too. Weighing between 1,500 and 4,000 pounds, CULs simplify transport requirements. They easily load onto a utility trailer that

| continued

The Boxer 700HDX features a 24.8-horsepower diesel engine, hydrostatic drive and 11.3 gallons per minute of auxiliary diesel flow. Simply by pushing or pulling a lever, the operator can move the expandable undercarriage to a width of 35 inches for passing through gates or to 43.5 inches to enhance stability while working. can be pulled by most half-ton pickups. Their compact footprint and low weight leave space and weight capacity for attachments on the same trailer. For owners using CULs as compact toolcarriers who may be hauling buckets, augers and chain-type trenchers – and who knows what else along with their machines – this is a big deal. CULs aren’t production ma-

chines. They exist mainly as replacements for hand labor. One compact utility loader replaces a small crew with hand tools and wheelbarrows for moving materials, placing rock, sweeping, spreading, tilling, tiling, trenching, raking and whatever else needs to be done. So are CULs perfect in every way? Not quite, but OEMs are EquipmentWorld.com | October 2018 19

MANHANDLES ALL THE THINGS MAN CAN’T HANDLE.

Powerful, Kubota-built diesel engine. High-performance VHT-X transmission. Strong, durable cargo bed. With all this and more, the RTV-X easily handles the jobs that mankind can’t. Featuring tried and true Kubota engineering, it delivers reliable performance in the toughest conditions—day in and day out. The RTV-X is built for work. Not play. Allowing you to take on every task with confidence. Learn more about America’s best-selling diesel utility vehicle* and find your local dealer at KubotaUSA.com. *Kubota RTV Series is America’s best-selling diesel utility vehicle according to Power Products Marketing North American Utility Vehicle Market Reports, May 2016. © Kubota Tractor Corporation, 2018.

machine matters working to make these versatile machines even more valuable and useful to their owners. Three manufacturers provided specifics.

Bobcat: Becoming attached Bobcat has two models of CULs, both with 24.8-horsepower, 3-cylinder diesel engines, both providing 12 gallons per minute of hydraulic flow at 2,900 maximum pounds per square inch at the quick coupler. The MT55 has a 550-pound ROC, and the MT85 an 850-pound ROC,

both at 35 percent of tipping load. A ride-on platform is optional on the MT55 and standard on the MT85. All dimensions are bigger on the MT85 except width; both models are 35.6 inches wide with standard tracks. Wide tracks are available options on both machines. ISO-pattern joystick control is standard on both. “Because ISO is

| continued

common on bigger machines, it’s easy and comfortable for operators to adapt these familiar controls to the operation of a compact utility loader,” says Jason Boerger, marketing manager, Bobcat. Bobcat offers the Common Industry Interface (CII) and its proprietary Bob-Tach mounting system. Bob-Tach is the only interface available on the MT55; it is optional on the MT85. The CII system combines over-center latches with pin-on design for a simple and near-universal mounting method between the attachment and the carrier. The Bob-Tach system, introduced more than 35 years ago, uses an over-center latch mechanism and wear-compensating pins to provide consistent attachment-to-carrier fit throughout the service life of both.

The soon-to-be-released Toro TXL2000 was in the final stages of development and testing, with final specs not available in time for this article. Toro promises “an impressive rated operating capacity,” a compact footprint, excellent visibility and ease of mounting and dismounting. Its telescoping loader arms are aimed at enhancing performance.

EquipmentWorld.com | October 2018 21

machine matters

| continued

Toro: New model with two big changes Toro offers eight models of its venerable Dingo CUL. It has wheeled and tracked models, vertical and radial lift. From the smallest 320-D (20-horsepower diesel) and 323 (23-horsepower gas) to the biggest TX 1000 Narrow Track and TX 1000 Wide Track (24.9-horsepower diesel), Toro would seem to have the market covered. But an even larger model will be launched after final testing. The TXL 2000 will have more horsepower and a higher ROC than current Dingo models, but two key changes will differentiate it in the marketplace. First, the TXL 2000 will have a skid steer loader attachment mount. “Essentially any attachment that can be used on a skid steer loader can also be equipped to the new Dingo TXL 2000,” says Kyle Cartwright, Toro associate marketing manager. “This is in contrast to all other Toro Dingo models, including the Dingo TX 1000, which feature compact utility mounts and utilize compact utility loader attachments.” Being restricted to CUL-mount attachments is no hardship. “Toro

offers over 35 Dingo attachments to handle countless applications,” says Cartwright. But providing a skid steer mount opens up more possibilities and makes the TXL 2000 even more versatile than its stablemates. Second, the TXL 2000 will feature telescoping loader arms. Because CULs often work in confined areas with limited access to some spots, telescopic arms can greatly improve the CUL’s ability to perform tasks by providing extended reach. Examples include filling behind a retaining wall and loading or unloading a flatbed from either side. This certainly seems like Toro is attempting to muscle into a new category of equipment, and Cartwright confirms this. “Historically, Toro and other manufacturers tend to go bigger when looking to expand their proven product lines into other equipment classes. That’s what we’ve done with the Dingo TX 1000 and Dingo TXL 2000. These larger compact utility loaders do more than serve the traditional marketplace. They bridge the gap between two equipment classes, the CUL and the skid steer/compact track loader.”

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The Vermeer CTX100 is powered by a Kohler KDI 1903 diesel engine rated at 40 horsepower. Flow is 15.5 gallons per minute at a maximum pressure of 3,045 pounds per square inch. Tank capacity is 12 gallons. Its width is 36 inches with narrow tracks.

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EquipmentWorld.com | October 2018 23

machine matters

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Powered by a turbocharged Yanmar diesel engine rated at 44 horsepower, the SK1550 is the most powerful CUL in the Ditch Witch lineup. The SK1550 is designed for quick, heavy work with a 1,558-pound ROC, 94-inch hinge pin height and 4.7 mph ground speed.

The TXL 2000 will share features with other Dingo models, such as easy, intuitive controls and auxiliary hydraulics.

Vermeer: Fitting in Vermeer offers four models, which they call mini skid steers. All are stand-on; all are track drive. To help simplify service and reduce costs, Vermeer uses common components in their undercarriages where possible. The rubbercoated steel track pads have a new composite to increase flexibility and reduce cracking. A single left-side pilot joystick controls ground drive on all models. Most models have either a 24 October 2018 | EquipmentWorld.com

two-speed switch or dual hydraulic controls. High flow is 12 to 15 gallons per minute, and low flow is around 60 percent of that. Low flow provides greater control of cylinder-type attachments, such as buckets and grapples. The newest model from Vermeer is the S925 with a 925-pound ROC and three engine options: a Kubota V1505 diesel rated at 24.5 or 35.1 horsepower or a Kubota WG1605 gas rated at 40 horsepower. The S925 has been on the market just over a year. “Customers want more power for traditional applications,” says Brett Newendorp, landscape marketing manager, Vermeer. “But the larger

machines are also better suited for hardscaping, and arborists like the greater rated operating capacities.” The larger machines haven’t spawned new tools and attachments, says Newendorp, but rather more robust versions of existing items including forks, buckets and GETs. Will these larger machines encroach on market areas occupied by other types of equipment? “There is some of that,” says Newendorp, “and CULs are moving out of their traditional small sites into larger, more open sites. But mostly, CULs of any size fit a new and growing space driven in large part by labor costs and the scarcity of qualified employees.”

“I’VE USED THEM ALL AND KOMATSU IS THE BEST.” TAD GRIFFITHS / ROYAL T ENTERPRISES / UTAH

“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 operators can work more efficiently, and we get a better finished product.”

That’s why I am Komatsu

028

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tier 4 overview

| by Tom Jackson |

TJackson@randallreilly.com

DECIPHERING DIESEL ENGINES the exhaust stack. In the past, contractors looked at a machine’s performance specs prior to purchase: horsepower, torque, drawbar pull, breakout force, tipping load and all the rest. Today you need to also consider the machine’s emissions control system, whether you are buying new or used, and make sure your maintenance protocols are up to snuff. Below is the short version of specifically what you need to do. If you want to drill down for more information, check out our white paper on the subject at equipmentworld.com/Tier4. The more complicated issues revolve around used equipment, so let’s talk about that first. This schematic shows a full gamut of emissions reductions systems from the cooled EGR through a DOC/DPF single can system and finally an SCR urea dosing process.

Driven by emissions regulations, the new generation of Tier 4 diesel engines require contractors, mechanics and fleet managers to rethink how they manage and maintain these critical assets

wenty years ago, the genius of a diesel engine was its simplicity. Today the genius of the diesel engine lies in its ability to perform just as well and yet produce 95 percent less air pollution than its predecessors. The Tier 4 Final engines that come with almost all new heavy construction machines now sold are engineering marvels. Controlled by sophisticated computer programs that ana-

lyze load, torque, speeds and transmission settings, diesel fuel injectors hit the cylinder with up to seven high-pressure shots of fuel for every combustion event, delivering the cleanest possible burn and optimal performance. Downstream from the combustion process, exhaust aftertreatment technology scrubs the remaining exhaust so thoroughly that – as the joke goes in the industry – the air going into the engine may be dirtier than the air coming out

USED EQUIPMENT EMISSIONS CONSIDERATIONS 1

Rule one

On any piece of used equipment you buy or consider for purchase, you must find out what emissions reduction technology it uses. Look for: • Exhaust Gas Recirculation (EGR) (also Cooled EGR or CEGR) • Diesel Particulate Filter (DPF) • Diesel Oxidation Catalyst (DOC) • High Pressure Common Rail fuel systems • Electronic fuel injection • Selective Catalytic Reduction (SCR) 2

Rule two

After finding out what emissions reduction system the equipment uses, determine the cost and maintenance requirements and pencil these into your owning and operating costs. • EGR does not add appreciably to the cost of a machine. • DPFs cost between $2,000 and EquipmentWorld.com | October 2018 27

tier 4 overview

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The common rail delivers high pressure fuel to the injectors, which are electronically actuated, allowing them to fire much more rapidly than mechanical fuel injection components.

MAGNET GROUP

HIGH PRESSURE FITTING

BODY

NOZZLE

VALVE GROUP

$15,000 depending on size. They will also require cleaning or replacement at a minimum of 3,000 hours (below 175 horsepower) or 4,500 hours (above 175 horsepower), although many can exceed those limits, particularly on later model units. • DOCs generally last the life of the engine. • High pressure common rail systems and electronic fuel injection go hand in hand. They increase new machine costs above machines with mechanical fuel injection but don’t pose any additional ongoing costs or maintenance. • SCR systems require the regular addition of diesel exhaust fluid or DEF. Most machines burn between 2 and 7 gallons of DEF for every 100 gallons of diesel. DEF is priced about the same as diesel, but you must also factor in the operating costs for DEF

storage, transport and refueling/ handling. 3

Rule three

If you purchase a used piece of equipment, make sure your operators, field personnel and maintenance support personnel know how the emissions systems work and what they require. • EGR does not require maintenance, but it can increase engine heat loads. Make sure your cooling system is in good working order. • DPFs require regeneration. This means that for a few minutes a blast of super-heated exhaust blows through the device and burns away soot. In some early generation Tier 3 machines, this required the operator to park the machine and cease work during the “regen.” Later models made it possible to have regens occur without stopping the machine. Check with a dealer or OEM for the proper procedure, and don’t allow regens to happen

To simplify installation and maintenance some OEMs have combined DPF with DOC in what’s called a “single can” arrangement. 28 October 2018 | EquipmentWorld.com

ARMATURE GROUP

over or near combustible materials. And don’t let operators override the regen process, as this will cause the DPF to plug up prematurely. • Note also that machines running at idle create much more soot, and clog up the DPF much faster than machines running at higher rpms. Coach your operators to shut the engine down anytime it’s not doing work. Except in extremely cold conditions, modern diesel engines don’t need a warmup period or need to remain on to function properly. • High pressure common rail systems and electronic fuel injection require exceptionally clean fuel to avoid damaging injectors. Make sure you use the right fuel filters and change them at the recommended schedule. Purge water from the fuel filter daily. If you store your own fuel, make sure you keep it clean, dry and filtered. (Download our white paper at equipmentworld.com/Tier4 for more details on this topic.) • In SCR systems, you have to refill your DEF tanks just as you would refill the fuel tank. Without DEF, your machine is programed to shut down or de-rate into crawl mode. You won’t be able to work without it. Make sure operators understand this and keep a gallon jug of fresh DEF in the cab or on the worksite for emergencies. Be sure operators know and follow all the rules for storage, handling and refueling of DEF.

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tier 4 overview

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On high horsepower engines, the DPF is often one of the largest components.

DEF containers come in all sizes, including storage and dispensing equipment sized to fit in the back of a pickup truck (shown here), gallon jugs for small machines and emergency fill-ups, and larger trailers for servicing multiple pieces of equipment.

Rule four If you are planning to dispose of a used piece of equipment, understand the implications of the emissions systems on the price the equipment will bring at auction or sale. • Tier 3 and some Tier 4 Interim equipment in the recent past have commanded good prices as contractors sought equipment that was less complex and less expensive than Tier 4 Final equipment with SCR systems. • Maintenance records are important in establishing the value of used equipment with emissions reduction systems. In particular, if you can show that a DPF has received recent cleaning or has plenty of hours left on it before it needs cleaning, that may add to the value of the machine. • In the past, a lot of equipment sold at auction went to foreign buyers. But in countries that do not have ultra-low sulfur diesel

DOCs. Many also use EGR, although thanks to the SCR systems, many engines now use less EGR than before and some have eliminated it altogether. Engines below 75 horsepower in many cases have been able to meet their emissions requirements without SCR and some without DPF. This keeps costs lower and reduces complexity. And many Tier 4 Final machines with DPFs and DOCs are guaranteed maintenance-free for the life of the engine. For this reason, many OEMs have dropped the horsepower below 75 on machines that used to be in the 75- to 90-horsepower range and tweaked the torque curves and transmission settings to give you the same performance as the earlier, higher horsepower versions. Above 75 horsepower, SCR comes into play, and you must have a plan for supplying machines with a steady diet of DEF.

30 October 2018 | EquipmentWorld.com

fuel, most Tier 4 Interim and Tier 4 Final equipment cannot be used without damaging the emissions systems. Some OEMs and dealers, however, offer “detiering” kits that will make these machines suitable for high sulfur fuel. Just note that it adds to the cost and you should have this solution available if you are selling direct to a foreign buyer.

NEW EQUIPMENT EMISSIONS CONSIDERATIONS For new equipment above 74 horsepower, SCR is pretty much a given. These machines will also have high pressure common rail/ electronic fuel injection, DPFs and Download our Tier 4 white paper Go to equipmentworld.com/Tier4 to get a more in-depth discussion of all the issues involving using and maintaining Tier 4 equipment.

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Special Report: Deciphering diesel engines in the Tier 4 era Driven by emissions regulations, a new generation of diesel engines require contractors, fleet managers and technicians to rethink how they manage and maintain these critical off-road assets. Whether you are buying new or used, you need to understand this technology and make sure your maintenance protocols follow best practices. In our free, downloadable Special Report, you will learn about: • Critical junctures in the history of emissions regulations and engine design • Key emissions components and how they function: EGR, DOC, DPF and SCR • Diesel exhaust fluid and how to manage it • How to maintain diesel fuel quality • How to identify and evaluate the emissions technology in used equipment

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To get this free 12-page ebook go to www.equipmentworld.com/Tier4 and simply click on the link.

maintenance

| by Tom Jackson |

TJackson@randallreilly.com

How to measure and evaluate dozer undercarriages

he undercarriage is one of the most expensive components on your crawler dozers. Knowing the life expectancy is essential to estimating the value of a used dozer or planning for a rebuild. To get an example of how to do a thorough and accurate dozer undercarriage inspection, we went to John Deere dealer Flint Equipment in Atlanta, Georgia. There we asked Rodney Beavers, service manager, and Louie Leak, customer support adviser, to show us how to perform a thorough and accurate assessment of a dozerâ&#x20AC;&#x2122;s undercarriage wear. The process is fairly simple, but youâ&#x20AC;&#x2122;ll need to write down all your

measurements and then compare them to the dealer or OEM recommended specs to get a percentage-ofwear figure for the whole undercarriage. You can buy the undercarriage measurement kit and do these measurements yourself or have the dealer do the measurements for you. Leak recommends taking measurements at least twice a year. Here are the steps:

Visual inspection To start with, look for any obvious problems, bent or damaged track pads or any structural damage. Our machine has rock guards covering most of the lower rollers, but the condition of the upper rollers should be an indication of how well the

lower rollers are holding up. Look for any wetness or signs of oil leaking from the rollers and front idler. A visual inspection will also tell you if the pins and bushings have been turned or need to be turned. If the top half of the bushing is worn, this means the pins and bushing have been turned. Finally, look at the teeth on the rear sprockets. If the teeth come to a sharp point, theyâ&#x20AC;&#x2122;re worn down and will soon need to be replaced. As a rule of thumb, anytime you need to turn the pins and bushings, you likely also need to replace the sprocket teeth or vise-versa, says Beavers. Often the top rollers will need replacing at this point as well.

Shoes

Measure the width of the shoes with a tape measure and the depth of the shoes with a depth gauge. 2

Top roller

Use the caliper tool in the kit to measure the diameter of the top roller. Slide the tips of the caliper over the widest part of the roller and record the diameter. Look up that number on the OEM specs to get the percentage of wear.

Bottom rollers (not pictured) Another set of calipers is used to measure the diameter of the bottom rollers, only this one has bent arms that allow you to slip it up underneath the flange shield to get the measurement. EquipmentWorld.com | October 2018 33

maintenance

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Front idler

Use the depth gauge again to measure the wear on the front idler.

Pitch of the rail

Determine the pitch of the rail (the length or amount of stretch) by determining the distance between five pins, center to center, using a tape measure. Make sure the track is stretched tight by putting it in reverse and backing it up a few feet. That measurement will help you determine if the track has become “snaky” or moving side to side, which eventually will break the pins and the links. 5

Rail heights

On the underside of the track, put the horizontal bar on the depth gauge across the bottom of a rail segment and run the depth indicator post up to the bottom of the shoe to measure the wear on the rails.

Pin and bushing

After you’ve measured the rail height, use your pin and bushing calipers to measure the diameter of the bushing.

Track sag (not pictured) Pull a straight edge across the shoes from the back roller to the front roller and measure how far down the track sags in the middle. You should try to keep about 2 ½ inches of sag. This ensures they are not too tight (which can accelerate wear) or too loose (which may cause the track to walk off).

For more details on how to conduct these inspections, additional tips and insights, and information on how to adjust track sag, see the video we shot at Flint Equipment at: www.equipmentworld.com/UC inspection. 34 October 2018 | EquipmentWorld.com

Progressive Casualty Ins. Co. & affiliates. All coverage subject to policy terms.

technology

| by Tom Jackson |

TJackson@randallreilly.com

Deere debuts industry’s first mastfree motor grader GPS system

here’s no doubt that mastless is the way to go when it comes to GPS machine control. But until now, dozers have been the only machines to go mastless. But last month, John Deere unveiled the industry’s first mast-free SmartGrade GPS control for motor graders on its G-Series motor grader line. The first-generation GPS machine control systems used two masts, typically about 3 feet tall, bolted upright to the top edge of the dozer’s blade or grader’s moldboard. The receivers on top of these masts then sent the GPS signals they received back to the cab via a string of coiled cable. The arrangement worked, but the exposed masts, cables and components sat in a vulnerable position atop the blade and were targets for thieves. Unbolting and storing the masts was a daily chore, and damage from low hanging branches was a risk. The mast-free arrangement replaces the mast-mounted receivers and exposed cables with two receivers on the top of the cab, inertial measurements units (IMUs) on the body of the machine and position sensing cylinders that control the blade. These include the circle sideshift, blade sideshift, pitch and two lift cylinders. The positioning information from these components is communicated to an onboard computer and run through sophisticated algorithms to determine the exact position of the moldboard in real time. “The dual receivers give you direction sense and the ability to work on slopes much beyond what a single receiver can,” says

New GPS technology replaces the mast-mounted receivers and external wiring. Now, there’s no concern about damage to the components, theft or the chore of removing and reattaching them every day. Luke Kurth, motor grader product marketing manager for John Deere. “The in-cylinder sensors precisely measure length rather than motion and with that can calculate the position of the moldboard to within millimeters. By having all the components internal to the cylinder, they’re protected from external damage and don’t need to be calibrated.” As with the masted systems, these coordinates can be used to control the position of the blade automatically or give the operator a real-time view in the cab of the position of the blade relative to the design. Mastless GPS control systems made their initial debut on dozers about three years ago. Deere introduced its first mastless 700K SmartGrade crawler dozer at the World of Concrete in 2016, which uses some of the same technology as found now in the SmartGrade Gseries motor graders. The company has since rolled out SmartGrade on

four additional dozers, the 750, 850, 650 and 950 models. GPS machine control gave dozers the kind of finesse that makes them suitable to function as finishing machines in some materials and applications. But the motor grader is still the king of the finishing machines, and with the elevation of the moldboard controlled by the GPS system, motor grader operators are better able to concentrate on things like blade pitch, circle sideshift and circle rotate, says Deere. The company also announced a new automation suite option for its SmartGrade system for all graders. The automation suite reduces the number of controls the operator monitors with features like autoarticulation that combines front steering and rear articulation during blade flips without having to hold the control at the end of the pass. You can also activate multiple functions such as return-to-straight, auto-shift, and lights with a single button. EquipmentWorld.com | October 2018 37

technology

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Kobelco excavators to get auto tiltrotator control

tarting next year, some Kobelco excavators will come equipped with the ability to automatically adjust bucket height and tilt through a new automatic tiltrotator function. The technology, part of Kobelco’s new Information and Communication Technology system for machine control, is the result of a three-way partnership with the Japanese manufacturer and Swedenbased tiltrotator manufacturer Engcon and Switzerland-based Leica Geosystems. The Engcon tiltrotator is a quickattach coupler that allows the excavator operator to rotate and tilt the bucket for more efficient, faster work. The new ICT system will automatically adjust the attachment’s height and tilt, in conjunction with an automatic stick, boom and bucket function, Engcon says. The operator just pushes a few buttons on a touchscreen to enact full tiltrotator machine control.

38 October 2018 | EquipmentWorld.com

The new ICT system will launch next spring in Kobelco’s home market in Japan, to be first integrated into its SK200 and SK210-10 excavators, Engcon says. The company plans to roll out the product worldwide after the initial release. –Don McLoud

Saw it work. Had to have it.

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“It’s simple to learn and easy to use, and fits the equipment I already have. Now I can even put an inexperienced operator on it and know the job is being done right. My Level Best is one of the best tools I’ve ever had.”

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highway contractor

| by Joy Powell |

JPowell@randallreilly.com

THE SCREED MAKES THE MAT Choosing the right mount boils down to preference, training

The basic designs for asphalt paver screeds are hydraulically extendable front-mounted or rear-mounted extensions as well as the fixed (wedge lock) screed. Choose your screed to match your project for optimum results and smoothness. Above, the Omni 318 from Volvo Construction Equipment.

hough it’s the paver that usually gets the glory, it’s the low-profile screed that really makes the mat. For contractors, how you roll comes down in a big way to choosing a front-mount, rear-mount or the more uncommon fixed-mount screed. Fixed-width screeds, popular until the turn of the century, now represent only 2 or 3 percent of the market and are predominantly used for paving long sections. Frontmount screeds manage material easily through the pass, with the mix typically in front. Rear-mount

screeds are favored for wide-width paving. The screed a contractor chooses boils down to preference and crew training, says Kyle Neisen, product manager for Roadtec pavers and material transfer vehicles. Roadtec, a sister Astec company, uses Carlson screeds on its pavers. “In the past 10 or 15 years, the front-mount screeds have really started to gain popularity – and in the past few years, almost every manufacturer has developed their own version of the front-mount screed,” Neisen says. Acquired by Astec Industries in

2000, Carlson manufactures highway class asphalt screeds in North America and Australia, with seven platforms in front-mount, rearmount and fixed-width orientations. “We’ve recently entered the rearmount market, which is a pretty substantial portion of the industry,” says Tom Travers, Carlson sales manager. In the northeastern United States, he says, contractors lean toward a front-mount extension screed design, where there are parts of the Midwest and the southwest that really had never moved to the EquipmentWorld.com | October 2018 41

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Fast heating and ease of operation are among features contractors want in their screed. Its purpose is to evenly spread the mix across the paving width, creating the desired profile and providing initial compaction of material. Above, the Cat SE60 V screed. front-mount screed extension and are happy with the rear mount. “At Carlson, what we’re trying to do is offer is a valid, superior product for both of those groups,” Travers says. Crews typically do best with the type of screed they’re used to running, he and Neisen say. Frontmount screeds do, for their part, have the reputation of being more forgiving and quicker to react to width changes. Take, for example, paving a 12foot main line adjacent to driveways. At each driveway, you need to extend the width by a few feet. “Both the front mount and the rear mount are going to extend out and pave that driveway easily,” Neisen says. “But when you try to bring the screed back into your standard 12-foot width, that’s when a rear mount takes a little more skill to operate.” Bring the rear-mount screed in too fast, and you’re in danger of 42 October 2018 | EquipmentWorld.com

pinching material between two pieces of metal. “The metal is going to give before the asphalt does,” Neisen says. “So, you can have potential for bent end gates if an operator isn’t paying enough attention or hasn’t been properly trained, or just makes a mistake.” The rear mount provides uniform, even compaction from the extension area to the main screed, and is a little slower to react. Sometimes, that’s a good thing, Neisen says. “When you’re going for smoothness, reacting too fast can create issues,” he continues. “But when you’re trying to pave in tight areas or complex situations, quicker reactions can be good. So, you really see preference both ways. From a Roadtec standpoint, we offer all three screed options – rear mount, front mount and fixed width.” Volvo Construction Equipment also has screeds for all preferences, says Bill Laing, Volvo CE

product manager. “If the contractor wants a frontmounted screed, we have that in two variants: the Ultimat 200 and the Omni 318,” Laing says. “We also have a fixed-width screed that’s called the Wedge-Lock.” The key difference between the Ultimat 200 and the Omni 318 is that the latter is heavier. “It’s more for highway-type applications. You get good compaction and good density off the back of the screed,” Laing says, noting that the main screed plate is the same width as the extension screed plate. “You don’t have the extended versatility that you have with the Ultimat 200,” Laing adds, “but you still have the front-mounted technology where you don’t have as much material out in front of the screed and in the auger box area. That’s good to have, especially if you want to pull in or push out.” The fixed-width screeds can be used in a variety of applications

highway contractor

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but are especially well suited for joint-free pavement construction.

Rear-extension screeds for a variety of work Jim Holland, vice president of sales for Vögele, North America, a Wirtgen brand, says there’s one state that still uses fixed-mount screeds while about 98 percent of the market uses hydraulically extendable screeds. The majority of Vögele machines are equipped with either a front-mount VF 500 or 600 or a rearmount VR 600, Holland says. Vögele currently sells more VFs, which come in 8- and 10-foot widths. Currently, the VR is available only in a 10-foot width in North America, though that will soon change. From his perspective, there’s been a rising number of rear-extension screeds used these days. “It used to be customers would just use them on mainline work,” Holland says, “but rear-extension screeds can be used in commercial type work, too. It all depends on what the customers feel comfortable using.” With the VR rear-extension screed, the main screed plate and the hydraulic extension screed plates are the same depth from front to rear. The material, once it comes off the edge of the main screed, rolls back on the extension and then is on the extension plate the same length of time as it would be on the main,

Holland explains. “We’ve had some customers using a VR screed on airport jobs where they first considered using a fixed-width screed. They were able to use it for the airport jobs and then put it on normal road jobs as well,” he says. “The rear extension has a good flow of material and it’s rigid, so it’s great for mainline work and can be stretched with the bolt-on extensions out to 28 feet,” says Holland, adding that he believes it’s the best screed Vögele makes. With front-extension screeds, the hydraulic extension in front is half the depth of the main screed, he says. End gates are shorter, enabling you to react more quickly to obstructions, manholes or a water inlet, for example. Those screed frames are built to the same quality on the rear, he says, with similar alignment of the guide tubes and the cylinders. “We’ve tried to design a screed that gives flexibility for commercial work, but we still maintain the rigidity of the screed, so they can use it for mainline work as well,” Holland explains of the front-extension screed. It’s crucial to maintain the rigidity in order to keep the alignment of the main and the hydraulic extensions consistent, Holland notes, “so you get the best quality mat and best ride possible.”

44 October 2018 | EquipmentWorld.com Untitled-31 1

12/14/17 9:13 AM

Getting screeds heated, crews paving Travers says Carlson first brought electric heat to the U.S. market many years ago with a rudimentary design, “but our intention always was to get the people away from the diesel-fired flame heat that emits really toxic fumes and causes reduced life cycle on the wear parts.” That design circulated hydraulic oil through the plates, he says, and you would only be able to achieve the temperature that the tractor was emitting through its power train system to a full electric element. “Today, we have gone to a race-track style more developed element,” Travers says. “One of the biggest things that we hear about is the amount of time it takes to heat up the screed in the morning for start of the shift,” says Neisen. “When you turn a machine on, it’s been sitting cold for a number of hours, and the metal in the screed is at ground temperature or air temperature, depending on when or how it was left.” Roadtec recently rolled out two-speed heat on all of its paver and screed combinations. Once the paver is turned on, all of its electrical power goes into the screed. None of the auxiliary lights or other electrical functions other than the basics needed to run the engine comes on until the screed has come up to temperature, he explains. “The screed monitors its own temperature, and as soon as it reaches the appropriate temperature, it sends a signal

to the paver and the paver automatically exits two-speed heat and then goes back to normal heat,” Neisen says. Fast heating and ease of operation are among features and benefits contractors can get with some of the newest Caterpillar screeds. “Cat screeds offer consistent operation across our entire range of screeds,” says Jon Anderson, global sales consultant for Caterpillar. “Contractors appreciate this because their crews can jump on any Cat paver and start paving without looking for controls or trying to remember how adjustments are made. Cat screeds also offer proportional hydraulic extension control – they can adjust slowly for precise adjustments or quickly to make sudden larger changes.” “We get a lot of comments about how easy our screed control systems are to learn and use,” Anderson adds. “The Cat Grade Control system is integrated with the screed, eliminating the need to deploy and remove aftermarket systems every shift.” The screeds offer even heating and rapid heat-up times, he says. “They can go from 40 degrees Fahrenheit to 265 degrees Fahrenheit in 15 minutes and in even less time if ambient temperatures are higher or the set point is lower.” This fast startup is efficient, saving up to a gallon of fuel per heat-up cycle, compared to previous models, Anderson says.

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9:382018 AM 45 EquipmentWorld.com5/21/18 | October

highway contractor

| continued

A sampling of current screeds on the market

BOMAG Cedarapids Stretch 20 screed BOMAG offers the Cedarapids Stretch Series hydraulic extendable screeds for mainline and commercial paving. The Stretch 20 is built for the 10-foot 400, 500 and 600 Series commercial and mainline pavers. Maximum paving width is 20 feet without extensions and 26 feet with extensions. The electric heating system has a 34-kilowatt generator with a four-zone thermostat control.

LeeBoy 8520 Paver Screed The heavy-duty Legend has a full free-floating 8-foot main screed with a 16.75-inch-deep main screed. It’s constructed of .375-inch Hardox 400 bolt-on wear plates for easy placement. The wear plate has a bullnose on the front. Electric screed heat uses a 12-kilowatt generator, and there’s an electric timer and automatic rpm control system.

Carlson EZR208 8-foot screed Carlson’s first rear-mount 8-foot screed, the EZR208, has a standard paving width of 8 to 15 feet, 6 inches. It achieves high mat quality and ride uniformity with 20-inch-deep, single-piece screed plates. The plates are paired with heating elements held in place by full length hold-downs, providing even, efficient heat transfer to the upper surface of the plate. This is a favored screed for product experts at Roadtec, a sister Astec company that uses Carlson screeds on its pavers.

Caterpillar SE60 V Screed The SE60 V vibratory screed is equipped with rear-mounted extenders and fast-heating screed plates, designed for applications that require variable-width paving. The lowprofile design enables good visibility. It has a standard extendable paving range of 9 feet, 10 inches to 19 feet, 6 inches, and a 15-minute heat-up time at standard width.

(continued on next page) 46 October 2018 | EquipmentWorld.com

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highway contractor

| continued

A sampling of top screeds (continued)

Mauldin Silver 16 screed The Silver 16 screed comes standard on the 1750-C paver. Mauldin Paving Products’ flagship 8- to 16-foot asphalt paver, the 1750-C has been in continuous production for nearly 20 years. The 2014 model 1750-C offers the heaviest screed weight in class, resulting in mat quality and less rolling time, and the ability to upgrade into electric screed heating, the manufacturer says.

Weiler SE10F A balanced design along with a rigid frame on this frontmount screed prevents flexing, while in-line extension cylinders and full wrap-around slider bearings reduce extension deflection. Trailing edge screed plate adjusters are easily accessible for quick leveling. The screed heats in 20 minutes using 675-volt heating elements. U-shaped elements reduce cold spots, while zone monitoring allows heating to continue in the event of a sensor failure.

48 October 2018 | EquipmentWorld.com

Volvo Ultimat 200 The Ultimat 200 is a 10/20 front-mounted screed designed for versatility. It extends to 20 feet without adding extensions. If you set it up correctly for a standard paving operation, you can nearly cover about 70 percent of all the applications, and you can also adjust whatever applications you want, according to Volvo.

Vögele VR 600 The Vögele VR 600-2 screed is equipped with vibrators across the full pave width. Basic width is 10 feet and can be extended hydraulically up to 19 feet, 8 inches. With bolt-on extensions fitted, the screed has a maximum width of 28 feet. The quick-fitting system allows the 26-inch-wide bolt-on extensions to be mounted easily and quickly.

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CONGRATULATIONS

to the 2018 Contractor of the Year winner and finalists

Matt Bachtel

Don and Rae Peters

Bachtel Excavating Massillon, Ohio

Solid Earth Civil Constructors Pueblo, Colorado

Jon Claycomb

Clem Cooke

Fritz-Rumer-Cooke Company Claycomb Excavating New Enterprise, Pennsylvania Columbus, Ohio

Stephen Bielecki and Russell Kibler R & S General Contractors Bristol, Pennsylvania

Kurt Unnerstall

K. J. Unnerstall Construction Washington, Missouri

Dan and Marsha Steffey Steffey Excavating Peoria, Arizona

Sponsored by:

Dana Wiehe and Stewart Petrovits Blacktop Maintenance Corporation Poughkeepsie, New York

Bryan Kissner

Kissner General Contractors Austin, Colorado

Tommy Turner Turner Reed Liberty Hill, Texas

Brett Reshetar Reshetar Systems Anoka, Minnesota

Victor Serrambana, Jr. VMS Construction Company Vernon, Connecticut

contractor of the year finalist

| by Marcia Gruver Doyle |

MGruver@randallreilly.com

Victor Serrambana Jr., VMS Construction City, State: Vernon, Connecticut Year Started: 1982 Number of 39 employees: Annual revenue: $10 million to $13 million Markets served: Sewer, mains, site work, roadwork

Quality and safety double team on Connecticut contractor’s jobs

migrating from Portugal at age 15, Victor Serrambana Sr. went into construction in his newly adopted country at age 19 … and made foreman at 20. “Dad had a knack for construction,” Victor Serrambana Jr. recalls. And so does his son. Serrambana Sr. started his own construction firm after working for several companies as a foreman or superintendent and serving a tour of duty in Vietnam. “From a young age I was around equipment,” recalls his son. As a teenager, “I was shovel for shovel with the guys. There was no ques-

tion where I was going to work.” But college came first. Victor earned a civil engineering degree, and after getting a master’s degree, he became a licensed engineer. All along he was working at VMS in the field during holidays and summer breaks. When it came time for the company to transition from father to son, Serrambana remembers the conversation he had with his father. “Dad talked for two hours about quality and reputation and not about making money,” he recalls. “Our name is a brand, and ‘VMS’ is a gold stamp on the quality of work done.”

“Dad knew I had paid my dues,” he says. Serrambana assumed the reins of VMS in 2000.

Owner, contractor, engineer The combination of boots-on field training and being a licensed engineer gives Serrambana an advantage. “You are allowed a certain amount of respect in meetings,” he says. “I have the perspective of being an owner, a contractor and an engineer. I can see their viewpoint, and it goes a long way toward moving things along.” It doesn’t hurt that his master’s thesis was on trust and its cost impact in the construction industry. EquipmentWorld.com | October 2018 51

contractor of the year finalist |

continued

Trench safety is paramount at VMS. “That’s our guy in the hole,” says Victor Serrambana. You can sense that Serrambana brings a level of meticulousness to his jobs. He tells crews to leave the jobsite every night “like we’re not coming back.” “One of my goals,” he continues, “is that you don’t get after-hours calls on my jobs.” Water and sewer work now make up about 80 percent of VMS’s jobs, which includes roadwork. Specializing in deep-trench municipal infrastructure projects, the company has also built pumping stations and reservoir projects. Serrambana is always looking for efficiencies. For example, each of his crews has a tool van that has everything needed on a jobsite – and in good working order – whether that job involves sewer or water or paving work. That way his crews are ready to roll for whatever the next job requires, including calls in the middle 52 October 2018 | EquipmentWorld.com

of the night. The heavy sewer/water jobs VMS specializes in require production machines, and the company’s fleet primarily includes excavators, compact excavators, wheel loaders and rollers, along with a significant fleet of heavy trucks. “Because of the cost savings, we tend to buy out of a rental fleet because we know a machine has been taken care of,” Serrambana says. Most VMS crews also go out with two tri-axle dump trucks. “Having a truck on site means we never stop working” as materials are placed or removed, explains Serrambana. The company has had a six-bay shop for 22 years, and its three-person shop includes a welder. “We try to do as much as we can, but these days, the first thing a mechanic does is grab a laptop to fix a machine. Our dealers are an important part of how we get things done.”

VMS also owns two milling machines and a utility paver. “I paid for those pieces on one job,” he says. “Having a milling machine shaved a tremendous amount of time off the job, and we’re not at the mercy of a sub as to when we can use it.”

High bar for safety “Years ago, we decided we were going to set a high bar for safety,” Serrambana says. “We’re way past having a discussion about hardhats and vests. If you don’t want to wear them, you don’t work here.” Worker protection is paramount when working in trenches. “There’s no such thing as ‘we don’t have it,’” Serrambana comments. “We have 37 trench boxes, an array of hydraulic jacks and more steel plates than a contractor 10 times our size. That’s our guy in the hole. The most important guy is the guy

connecting the pipe, and you don’t rush them.” This attention to safety may be partly why turnover is almost nonexistent at VMS. “If someone lasts a couple of weeks, they retire here,” Serrambana says. He’s always looking for people with work ethic and decent skills. “It has to be the kind of person who wants to be getting things done,” Serrambana says. Although not signatory to a union, VMS pays union scale and benefits. “There’s no financial reason for anyone to leave here. Pay is eliminated from the equation.” VMS runs a lean organization, a tactic that saw it through the difficulties of the last downturn. This includes running crews that have one to two people fewer than competitors’ crews. “We do the same thing in the office and our repair shop,” Serrambana says.

Personal involvement Serrambana still adheres to his “shovel for shovel” upbringing. “My personal involvement in the day to day goes a long way,” Serrambana comments. “On a difficult job, they need to see the owner trying to solve a problem with them.” “They are beyond reproach,” says client Craig Patla with Connecticut Water Service. “We put less-seasoned inspectors out with him, so they can learn how to do it. VMS has raised the bar in our select contractor group.” Patla continues: “We had a job that was segmented into four phases, and it had a tight 18-month timeline. As the project went on, it became clear the only way to meet our deadlines was if Victor could have all four phases. This project was watched by everyone, including the Connecticut DOT and governor’s office. It was our most

visible project, and he knocked it out of the park with plenty of time to spare. It made us look great.” Patla was so impressed he recommended the project for a 2017 Connecticut Associated Builders and Contractors’ Excellence in Construction Award. “When they are the low bidder on a job, I am completely relieved,” says Susan Negrelli with the Hartford, Connecticut, Metropolitan District Commission. Adds Jason Waterbury, also with the commission: “Because of his engineering background, he puts himself in the shoes of the owner and asks, ‘What is the best solution?’ A lot of times contractors say, ‘It’s my way or the highway,’ but not Victor.” Every VMS crew goes out with a tool van equipped with everything needed for a job – no matter what the job.

EquipmentWorld.com | October 2018 53

road technology

| by Joy Powell |

JPowell@randallreilly.com

onnected vehicle technology, which enables vehicles to communicate with each other as well as with infrastructure, could significantly reduce the number of work-zones crashes by alerting drivers before they even see road construction signs, experts say. Drivers will be alerted by an auditory, a visual sign or even a vibrating seat. If road crews’ vehicles, such as slow-moving striping trucks, are outfitted with this technology, the drivers could get the forward collision warning if outside vehicles are dangerously approaching a work zone. It’s possible that in the future, a flagger could have dedicated short-range communications beacons on wearable equip-

PHOTO: WYDOT

Connected vehicle technology could curtail work-zone crashes

The Wyoming Department of Transportation is deploying a pilot project as one of three states receiving a $45 million federal grant to test connected vehicle technology. Above, workers install one of 75 roadside units along Interstate 80 to communicate basic safety messages with 400 fleet vehicles equipped with CV technology.

ment, so that information would be broadcast out to the people on the roadside, too, not just the vehicles. The connected vehicle (CV) technology can help combat the growing problem of drivers distracted by texting and infotainment systems causing work-zone accidents, says Gerald Ullman, a nationally recognized expert in work-zone safety and mobility management and control. “We’ve already got test deployments out on the road, so that is pretty close to moving forward,”

says Ullman, a senior research engineer at Texas A&M Transportation Institute. “We believe there will be pretty significant safety benefits to both the traveling public as well as the workers.” It’s hoped the Gerald Ullman alerts can EquipmentWorld.com | October 2018 55

| continued

PHOTO: WYDOT

road technology

catch the attention of all drivers, but especially the distracted, says Craig Parker, vice president of Silver Star Construction in Oklahoma City and chairman of the National Asphalt Pavement Association. Since April 2017, when a distracted pickup-truck driver critically injured one of his flaggers, Parker has been on a quest, searching the internet and talking with traffic control companies, to find the latest Intelligent Transportation System technology to protect paving crews. “I believe we will be seeing systems developed that could transmit information to cars alerting them to work zones, which would pop up warnings on the driver displays,” Parker says. “Given distracted drivers are the largest safety problem facing the paving industry at this time, many of the industry equipment and safety suppliers are working on solutions to this problem. We will all have to help our customers – the DOTs, FHWA, cities, counties, etcetera – get these safety devices implemented on the projects.” Connected vehicles collect information about weather conditions and other vehicles and transmit it every 10 seconds in a signal that also includes vehicle iden56 October 2018 | EquipmentWorld.com

A mechanic installs electronic equipment in one of 400 public and private fleet vehicles being deployed for the WYDOT connected vehicle technology pilot project. The testing will be conducted along a 402-mile stretch of Interstate 80 that is sometimes shut down because of crashes and bad weather.

tification, such as Vehicle No. 1048, for example. The basic message is sent electronically between vehicles, and between vehicles and a roadside transmitter. The transmitter can also transmit information to be received by the vehicle. Those brief messages could pop up in an infotainment system or in smartphone apps, Ullman says.

Wyoming project deploying CV technology At the Wyoming Department of Transportation (WYDOT), Project Manager Ali Ragan agrees the emerging technology has potential to make roads safer for everyone, including road crews. On Wyoming’s southern border, a connected-vehicle pilot program is being deployed along a 402-mile stretch of I-80, a major east-west corridor bearing more than 11,000 vehicles a day, including many freight trucks. Strong winds, snow,

Craig Parker

Ali Ragan

The Evolving Safety Culture Ted Cowie, Motion Industries

s we build more smart roads and infrastructure, utilize the internet of things to connect more devices and equipment with databases, and applications – and have much of it communicate with workers – it is important to review and update our thinking on Safety around the work site. Despite significant improvements in technology, equipment, training and PPE, there are still far too many accidents and injuries on a daily basis in the workplace. This is especially true for the contractor and construction markets, where most work space is outside and the risks and hazards are more varied and variable on a day-to-day basis. Well over 20% of deaths in the workplace occur in the Construction sector. This reality demands a far higher standard of excellence regarding safety training, procedures and day-to-day management of the work site and engagement with workers. With all of the improvements in safety, broadly speaking, the innovations with technology and the expansion of the workforce, it is too easy to presume that much of the risk and danger in our workplace has been addressed and need not be a concern. The reality is that with all of the technological changes and improvements, the need for basic safety process is more important than ever. No amount of automation, “smart” equipment or alerts and warning messages can replace the responsibility and necessity for each worker owning a piece of creating a safe workspace. All of this progress can easily lead us to believe that someone or something will keep us safe. While these are possible backstops for safety, the reality is we each must own our safety on and off the job. Through this ownership we can help build better safety cultures in our respective organizations while improving the healthy longevity of our careers and lives. The phrase “If you see something, say something,” which we all know and generally associate with travel, is really a very appropriate mantra for the workplace. Each worker is much more likely to be aware of an unsafe situation or circumstance and has the immediate ability to communicate with his or her co-worker to improve each other’s safety. Every worker wants to go home with all of their physical and mental abilities each and every day. We all can be the someone who helps insure the likelihood of this accomplishment. This is not about

reporting issues - this is about looking out for each other and helping all workers on a site or in a plant to make smart and safe decisions. Time and planning are key components of safe work practices and outcomes. Much of the technology tools, gadgets and apps are designed to make life easier while also providing efficiency and speed in many of the tasks and activities we do. It is this push for more, faster, better, etc. that can also lead to unsafe conditions or outcomes. Just because the new piece of equipment has cameras, sensing devices, warning lights and sounds and perhaps even “fail-safe” attributes does not mean that a safe outcome is virtually guaranteed. The more our world is advanced and automated, the more we need to be focused on planning our work and working our plan. No matter how easy, fast or “safe” the process may seem, making the time to be as certain as possible about risks and how to avoid or mitigate them is critical. This is especially relevant given how new technologies change the way work is completed. The old adage, “Go slow to go fast” is a very purposeful and practical state of mind. If the right upfront time is invested in planning through the day’s tasks and situations, the more likely it is that possible risks or problems will surface ahead of time and can be managed or avoided altogether. Embrace the emerging technologies, equipment, and tools, but equally embrace the basics of safe work habits and practices so that the mindset of everyone on the job is focused squarely on going home as healthy as you arrived. Your children, spouses, co-workers, suppliers, customers, and you will all benefit in the long run.

Ted Cowie is Vice President Sales, Safety & Industrial Products for Motion Industries. Before joining Motion in 2013, he served as Executive Vice President at Elvex Corporation, and before that as President and COO of Safety Today, Inc. between 2000 and 2011. Cowie has also served on the Boards of the Safety Equipment Distributors Association (SEDA) as well as the Safety Marketing Group (SMG). For more information, visit MotionIndustries.com as well as Mi Safety Specialist (https://tinyurl.com/lt5s3h8).

| continued

fog and low visibility contribute to multi-vehicle crashes and fatalities, she says. WYDOT is equipping 400 snowplow trucks, patrol cars and private fleet trucks, as well as 75 roadside units with the technology, Ragan says. The vehicles and also roadside units will send and receive broadcast messages using dedicated short-range communications (DSRC), which operate on multiple channels on the 5.9 GHz radio frequency. “One of our applications is specifically for work zones, and it can be used at the higher highway speeds,” Ragan says. It can benefit workers on the ground as well as improve safety for people driving around or through the work zones, she says. Drivers will receive information about workzone activities or restrictions. “We can let them know about obstructions in the vehicle’s travel lane, lane closures, lane shifts, speed reductions, or if there are vehicles entering or exiting the work zone,” Ragan says. The 75 roadside infrastructure units will be installed along the corridor based on identified hotspots for accidents or bad weather, she says. Sponsored by the USDOT Joint Program Office for Intelligent Transportation Systems (ITS), the program’s goal is to pioneer deployment of connected vehicle technologies in three locations, which also include New York City and Tampa, Florida. In Wyoming, Ragan says, about 300 of the 400 vehicles in the pilot belong to companies agreeing to work with WYDOT so their fleet drivers can see the safety benefit of connected vehicles. “And then we’ll be able to collect data to test the effectiveness of the system,” she says, noting that information will be shared with other states and agencies as part of the program. In 2016, a total of 143 workers 58 October 2018 | EquipmentWorld.com

In one application of smart work zones, jobsite trucks are detected as they leave the work space and activate flashing lights on a sign to inform approaching drivers that a slower vehicle is entering the road.

PHOTO: Texas A&M Transportation Institute

road technology

died in road construction accidents across the nation, according to the Federal Highway Administration. “It’s a very dangerous job,” Ragan says. “We’re hoping to make it safer by using this technology to give drivers more information, so they can make travel decisions a little more quickly. They may be merging into the other lane sooner, which improves safety for the workers who are out on the roadway. We want to make it safer for drivers navigating a work zone.”

New era of Intelligent Transportation Systems Connected vehicles are among Intelligent Transportation Systems technologies that integrate advanced communications technologies into transportation infrastructure and into vehicles. Ragan says there’s much discussion among vehicle manufacturers about the best way to implement connected vehicle technology. “There needs to be a rule basically that tells the automakers, ‘Put this on all your vehicles and start transmitting,’” Ullman suggests. “That was moving forward; we’re in a holding state right now because the current administration hasn’t made a decision on whether they want to make

that rule happen or not. But even without it, some manufacturers are saying, ‘We’re just going to start doing it. At the very least, we can talk amongst our own vehicles, and if there’s other vehicles out there, we’ll start sharing information.’” Toyota and Lexus recently announced plans to deploy DSRC systems on vehicles sold in the United States beginning in 2021, with the goal of adoption across most of its lineup by the mid-2020s. Those manufacturers say DSRC represents a significant step forward in creating a safer and more efficient driving ecosystem – while also advancing connected and automated technology deployment. Compared to connected-vehicle equipment, the driverless (autonomous) vehicles and truck platooning are further away from full deployment, with uncertainty surrounding their uses, and so far, some crashes generating concern. “They’re hoping to be able to limit where they do autonomous vehicle operations to lower-speed roadways and then watching for signs that say work zones,” Ullman says. “And as soon as they see work zone, they say, ‘Hey, you take over, I don’t know what to do.’” Tesla and Cadillac and some other

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road technology

| continued

PHOTO: Texas A&M Transportation Institute

Pilot projects are being deployed in which connected vehicles can talk with each other and infrastructure along the road to alert drivers they’re approaching a work zone.

vehicles already offer driver assistance services or options on their vehicles, which is a level of autonomous vehicle operation, he notes.

Better work-zone documenting needed “The big push in the work-zone arena right now is recognizing that we need to come up with a mechanism to capture exactly what is going to be done and also what is actually being done in almost real time,” Ullman says of work-zone data. Some agencies are working with smartphone apps that, for example, enable the contractor to tap in the location of a lane closure and send it to a computer, then send another message when the job is done. Entering such data might soon be included in bid specifications, he says. “In the fairly short near term,” Ullman says, “it will start affecting how contractors have to bid their jobs. You’ll have to take that requirement into consideration when you’re doing your estimates.” Eventually, he predicts, performance requirements might be tied to that. “If you get out there and don’t tell us ahead of time, and you don’t document when you get out there, you might be penalized. Or maybe if 60 October 2018 | EquipmentWorld.com

you do it correctly, there’s an incentive to providing good data,” he says.

Real-time data could benefit contractors “Ultimately, it could positively affect the contractors themselves if there’s more accurate information about what’s going on out on the road,” Ullman says. “They can use that for estimating how long it’s going to take to run loads back and forth of concrete, and say, ‘I’m going to have to add another concrete truck because we’re having traffic backing up and that’s increasing travel times.’” As the technology keeps information flowing about what road workers are doing and where, the workers’ impact on traffic could become predictive and useful for all drivers. Those who check their routes beforehand could divert if they see a work zone, for example, and that could lessen traffic flow into the work zone, improving both the flow and safety, Ullman notes. The connected vehicle technology is expected to be used more within the next few years, he says, “as soon as we can start doing a better job of getting data about actual work-zone times and locations and impacts. We’ve got navigational aids – Google

Traffic and WAZE – and all these companies that are taking data right now and already rerouting. If they could detect a big backup, for example, they’ll say, ‘Hey, go this way.’” For road crews, their part may be as simple as punching information into a smartphone, he says. A few DOTs require such compliance already. In California, for example, Caltrans requires contractors to submit requests for approval for where they want to do roadwork days in advance. When they get to the work zone, they call it in. Caltrans is working on how to accept the information via text or a phone. Virginia is working on a similar application. The process will also become more widespread, Ullman predicts, as the Federal Highway Administration’s data initiative, which began about a year ago, continues to move forward. “We’re hoping to make the roadway safer for everyone,” says Ragan. “We think this technology really has the potential to make it safer on the roadsides for the people who are out there doing the work, and not just while they’re out there but while they’re traveling to and from a worksite.”

safety watch

| by Tom Jackson |

TJackson@randallreilly.com

Illustration by Don Lomax

Impaled on rebar

t was a high-rise job, using a skid steer loader to remove demolition debris on the 21st floor of a building. Above a worker, remotecontrolled demolition machines punched holes through the floors to start the demolition process. The worker was 41 years old and a 14-year veteran of the local Laborers International Union. He had been employed by the contractor for two months during the demolition of a 26-story apartment building. As the remote-control machines hammered away at the concrete above the skid steer, cables, chunks of concrete and rebar were left hanging from the ceiling. Three workers used torches to cut the cables and rebar, while the worker and another skid steer operator scooped up the debris and dumped it into a chute. As the worker was maneuvering the skid steer, he inadvertently Date of safety talk: Attending:

drove into a 7-foot-long piece of No. 4 rebar suspended from the ceiling. The rebar came through the cab and impaled him in the neck. Despite the injury, the victim was able to reverse the skid steer and shut it down. Another worker came to his aid and applied pressure to his neck wound. Emergency medical service was called to site, but the victim died at the scene due to trauma and blood loss.

How this accident could have been prevented. • Never get in a hurry during a demolition job. Falling objects and other hazards can spring up out of nowhere, surprising operators and workers, especially those in cabs where visibility might be limited. • Do not permit workers to perform demolition operations that will expose people on lower

Leader:

levels to hazards. • Provide sufficient manpower so that those removing the hazards (the welders cutting the rebar in this case) can stay well ahead of the other crews on site. • Establish, supervise and enforce effective hazard recognition training programs that allow employees to perform their tasks safely. • Do a site and task-specific hazard analysis of any demolition site and communicate those findings to everyone who works on that site, including subcontractors. • In demolition operations, make sure the cabs of your machines have adequate front and side guarding packages (rear guarding, if necessary) installed to prevent objects from penetrating the cab. For more information on this accident and how to prevent it see: http://bitly/OSHAimpaled.

_____________________ EquipmentWorld.com | October 2018 61

alerta de seguridad

| por Tom Jackson |

TJackson@randallreilly.com

Atravesado por hierro de construcción

Cómo pudo haberse prevenido este accidente. • Nunca actúe con apuro en un área de demolición. La caída de objetos y otros riesgos pueden aparecer de la nada, sorprendiendo a operadores y trabaFecha de la charla de seguridad: Asistentes: 62 October 2018 | EquipmentWorld.com

Líder:

jadores, especialmente aquellos en las cabinas con limitada visibilidad. • No permita que los trabajadores efectúen trabajos de demolición que pongan en riesgo a las personas en los niveles inferiores. • Tenga suficiente personal como para que las personas que eliminan los riesgos (los soldadores que cortan las barras de construcción en este caso) pueden trabajar mucho más antes que las otras cuadrillas en el área de trabajo. • Establezca, supervise y haga obligatorios programas

Illustration por Don Lomax

ra un edificio de gran altura y se usaba un minicargador para retirar los escombros de la demolición del piso 21 de un edificio. Por encima, máquinas de demolición a control remoto hacían agujeros en los pisos para empezar el proceso de demolición. La víctima tenía 41 años de edad y 14 años en el sindicato de la Laborers International Union. El contratista lo había empleado por dos meses para la demolición de un edificio de apartamentos de 21 pisos. Mientras las máquinas a control remoto martillaban el concreto en el piso superior al minicargador, del techo colgaban cables, trozos de concreto y barras de hierro de construcción. Tres trabajadores usaban sopletes para cortar los cables y las barras de hierro de construcción mientras la víctima y otro operador de minicargador recogían los escombros con la cuchara y la arrojaban hacia un vertedero. Mientras la víctima maniobraba el minicargador, rodó inadvertidamente sobre un pedazo de barra de construcción #4 de siete pies de largo que estaba colgado del techo. La barra de construcción atravesó la cabina y se le incrustó por el cuello. Pese a la herida, la víctima pudo poner el minicargador en reversa y lo apagó. Otro trabajador vino en su ayuda y aplicó presión a la herida del cuello. El personal de emergencia médica acudió al lugar pero la víctima falleció en la escena debido al traumatismo y la pérdida de sangre.

de reconocimientos de riesgos que sean efectivos en permitir que los empleados realicen sus tareas de una manera segura. • Haga un análisis del área de trabajo y de cada tarea en toda área de demolición y comunique los resultados a todas las personas que trabajan en el área, incluyendo a los subcontratistas. • En las operaciones de demolición, asegúrese de que las cabinas de sus máquinas tienen instalados paquetes adecuados de protección para la parte frontal y lateral (incluso posterior si es necesario) para impedir que ningún objeto penetre la cabina. Para mayor información sobre este accidente y sobre cómo prevenirlo, visite: http://bitly/OSHAimpaled

heavy trucks

| by Jason Cannon |

JasonCannon@randallreilly.com

TEST DRIVE: PETERBILT MODEL 567 OFFERS CONSISTENT POWER, VERSATILITY, COMFORT

of torque. Stepping up to a larger dump with the MX 13, I picked up an additional 80 horsepower and another 250 pound-feet of torque. The Cummins 15-liter was the heavy hauler of the bunch, spec’d to a 121-inch BBC truck with 600

tor for faster shifting and smooth clutch engagement. At idle, it fully engages the clutch giving the driver improved finesse control, and its smart shift selection software calculates changes in grade, weight and throttle to determine the most

Aggressive, two-mile course The terrain shared by Baja trucks and ATVs, and the 90-plus-degree heat that came with it, provided an aggressive two-mile course not unlike that of a large construction site. Regardless of your engine choice, you’ll find no shortage of power and torque with the 567. The MX 11, spec’d in a 115-inch BBC dump truck, featured 430 horsepower and 1,600 pound-feet

horsepower and 2,050 pound-feet of torque. The Model 567 can be matched to one of three transmissions: Fuller manual, Eaton UltraShift automated and Allison Rugged Duty Series (RDS) automatic. Allison’s RDS does a good job of getting the truck up to speed quickly, aimed at allowing crews to move more loads per day. It delivers a smooth, seamless, full-power shift with consistent acceleration and easy start. The Eaton UltraShift offers plenty of top-end muscle for heavy loads. It uses an electronic clutch actua-

efficient and effective shift points. Urge to Move and Blended Pedal features enhance low-speed maneuverability in situations like backing into a dock or maneuvering a construction site. The interior features a sounddampened, 6-foot, 10-inch-wide cab and a modern dash layout borrowed from the 567’s long-haul cousins. A multi-functional steering wheel features convenient access to cruise and audio controls and allows plenty of leg room under the dash, giving drivers the space to work and move.

eterbilt seized a record 20 percent of the vocational market last year – a gain driven largely by its Model 567. The work-truck staple of Peterbilt’s order book for the past five model years, the 567 was designed with excellent forward visibility and aerodynamic enhancements. A Metton resin hood features a steep slope, improving both on-road aero and visibility around congested worksites. There’s enough under-hood space to accommodate a 1,438-square-inch radiator for engines up to 600 horsepower. The hood itself is lightweight, and the use of molded resin is intended to stand up to the kind of impact that would crack a conventional fiberglass hood. Under the hood you’ll find one of seven engine options, including two natural gas-fired ones. I piloted three engines – Paccar’s MX 11 and MX 13, and a Cummins 15-liter – in a test drive along the sandy, dirt canyon trails of Gateway, Colorado.

EquipmentWorld.com | October 2018 63

RECOGNIZE where you see it.

Co-presented by:

Each year, AEMP and Construction Equipment present the Fleet Masters™ Award. This recognition is presented to outstanding equipment professionals who excel in meeting the unique challenges inherent in cost-effective, efficient and effective management of mixed fleets. Two Fleet Masters will be given based on estimated fleet replacement value (ERV): $100 million ERV or below and more than $100 million ERV.

The 2019 Fleet Master™ recognition ceremony will be held during the 37th AEMP Management Conference & Annual Meeting March 19th-21nd, 2019 in Orlando, FL

MAKE YOUR NOMINATION TODAY! www.aemp.org/FleetMaster Deadline for submission: November 12th, 2018 (Nominations can be anonymous and self-nominations are accepted) Qualifications & Details: Entrants must agree to attend the presentation at their own expense in the event they are chosen winners. The nomination process is 100% anonymous. The competition is open to the entire industry and you do not have to be an AEMP member to be eligible. Statement of Confidentiality: The Fleet Master™ Program recognizes the potential for proprietary information being provided. Fleet Master™ judges are individuals who serve the industry and are not end users. Information will not be shared with anyone for any reason without the express written consent of the applicant/nominee.

Supported by:

And Strategic Media Partners:

pro pickup

| by Wayne Grayson |

WayneGrayson@randallreilly.com

Ford rips out Raptor’s heart to put in luxurious 2019 F-150 Limited

f you’ve ever found yourself saying, “I love the massive amounts of available power that the Ford Raptor has, I just wish it were inside a truck that says ‘business,’” then step right up, the Blue Oval has a truck just for you. New for the 2019 model year, Ford has placed the same 3.5-liter EcoBoost V6 that powers the F-150 Raptor into its highest F-150 trim level, the Limited. The engine gives the Limited 450 horsepower and 510 pound-feet of torque – healthy increases from the 375 horsepower and 470 pound-feet found on the 2018 Limited. Ford’s also thrown in a new dual exhaust system that integrates the exhaust tips into the bumper. Ford’s announcement for the new Limited did not include pricing details. The current 2018 model year Limited starts just north of $61,000. Calling the 2019 F-150 Limited a

“reward” for customers who “create their own success,” Ford marketing manager Todd Eckert says the automaker heard from Limited customers that while they love the luxe trim, there just wasn’t enough raw power under the hood. “They wanted more power, so we combined Raptor’s engine with Limited’s business-class features to deliver Baja fierceness, boardroom style and the grit to tackle tough jobs,” Eckert says. Though Ram has gotten a lot of attention in the past few years for its luxury trims like the Laramie Longhorn, Ford has shown no signs of letting its competition lay claim to that costly crown. In October 2017, Ford introduced what it called the “redefinition” of the luxury pickup in the 2018 Ford F-450 Limited – its first $100,000 pickup. Now it’s dropped an engine capable of powering a super-

car into the little brother F-150 Limited. But the truck’s engineers say that power can’t be the whole story when it comes to luxury trucks. Comfort is important, too. For 2019, the F-150 Limited boasts a Miko suede headliner and leathertopped instrument and door panels. The “multicontour” front seats are outfitted in Camel Back two-tone leather and provide back massages and lumbar support. The driver’s seat is ventilated, and in cold months, the heated steering wheel will keep hands warm. And then there’s the wood trim. “The gradated ash swirl trim is like something you see in a fine instrument,” says Ford color and materials manager Aileen Barraza. “Each piece is hand-finished, and a halo around the edges with a heavily polished center really brings out the natural beauty of this wood.” EquipmentWorld.com | October 2018 65

WHAT IS A PEER GROUP?

WHY JOIN?

A peer group is a community of leaders committed to building their businesses toward excellence.

There is no better investment you can make in the growth of your business than leveraging the experience of other trusted, successful people who do the same thing you do.

• • • • • • • •

Non-competitive contractor principals Frank discussions Two annual live events Ongoing dialogue Private, online forum Shared experiences Substantial conversations Fostered relationships

Interact with fellow group members at bi-annual, in-person meetings.

WHAT MEMBERS ARE SAYING “Because of what I’ve learned in this group about core values and vision, I completely redid my employee policy and started an Employee Advisory Council. We’ve grown sales 28% since doing this 6 months ago.” JOIN US!

Make the commitment to grow your business today at EquipmentWorldPeerGroup.com

Receive a detailed synopsis from each in-person meeting.

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concrete/asphalt attachments

| by Don McLoud |

DMcLoud@randallreilly.com

Reach areas trucks can’t

Eliminate chain and sprocket maintenance

The Virnig concrete bucket is designed to carry and pour concrete and other free-flowing materials. It can easily and quickly pour sidewalks, driveways and other areas that are inaccessible by trucks. The inside of the bucket has welded markers that show one-half or three-fourths fill levels. The sides have reinforced corners for strength. The buckets come in two models. The CB500 is 63.5 inches wide and has a maximum capacity of .5 cubic yards, and the CB750 is 82.5 inches wide and has a capacity of .75 cubic yards.

Worksaver’s SS-590 Skid Steer Mixer has direct hydraulic drive of the gearbox, an alternative to chain-driven models, eliminating chain and sprocket maintenance. It also features an 11-cubic-foot drum that allows the operator to mix, transport and place 5 cubic feet of concrete. The drum is made of welded steel and has internal paddles for uniform mixing and clean dumping, the company says. It is designed with few moving parts to increase durability. A flow control valve allows easy control of mixer speed.

Haul, mix, pour with cement bowl Toro’s cement bowl attachment allows operators to haul material, mix cement and pour concrete in a single attachment. The cement bowl can haul and mix up to 200 pounds of dry cement at one time. A specially designed auger flighting inside the cement bowl helps keep the material contained during mixing to minimize spillage. The barrel is made of fabricated, welded steel and fits on all Toro Dingo auger power head attachments. Operators can also pour cement with posts in place.

EquipmentWorld.com | October 2018 67

concrete/asphalt attachments

| continued

Three-way concrete dispensing

Eterra’s Mix ’N Go 250 mixes up to 9 cubic feet of concrete at a time and can dispense it in three ways: with a front dump, a manual side chute opened and closed by a lever, or a hydraulic center chute controlled from the cab. The center chute’s detachable hose enables the operator to work together with another worker to dispense the mix more accurately. Other models include the Mix ’N Go 450 and Mix ’N Go 600, which hold capacities of 16 and 21 cubic feet, respectively. The mixer is compatible with skid steers, compact track loaders and telehandlers.

Don’t let winter conditions keep you off the road. Trust Eberspaecher heaters to keep you warm and keep your engine running smoothly. Eberspaecher’s Hydronic S3 coolant heater offers engine and cab pre-heating while the Airtronic D2 forced air heater warms the cab instantly. • • • • • • •

reduce fuel cost, reduce emissions & engine wear reliable starts engine off, instant heat & defrost 17,500 BTu/hr ( Hydronic ) 7,500 BTu/hr ( Airtronic ) increased comfort

Stay in the cab while opening the bucket Cat Mixing Buckets offer a variety of methods to distribute material around the jobsite, including a hydraulically controlled chute door that eliminates the need for the operator to exit the cab to open the bucket. The attachment is made for Cat skid steer loaders, multiterrain loaders and compact track loaders. Cat says the buckets ensure complete, repeatable mixing and are equipped with chain-driven auger equipment and replaceable paddles. The buckets are designed for sidewalks, driveways, finish work, fence posts, footings and floors of small buildings.

68 October 2018 | EquipmentWorld.com Untitled-2 1

3/1/18 9:38 AM

PS Form 3526

Statement of Ownership, Management, and Circulation (Requester Publications Only)

1. Publication Title RANDALL PUBLISHING CO INC/EQUIPMENT WORLD

2. Publication Number 6795

4. Issue Frequency MONTHLY

5. Number of Issues Published Annually 6. Annual Subscription Price 12 $ 48.00

ISSN 10577262

3. Filing Date 09/10/2018

7. Complete Mailing Address of Known Office of Publication PO BOX 2029 TUSCALOOSA, TUSCALOOSA , AL 35403-2029

Contact Person JULIE PUCKETT Telephone (205) 349-2990

8. Complete Mailing Address of Headquarters or General Business Office of Publisher PO Box 2029 Tuscaloosa, AL 35403-2029 9. Full Names and Complete Mailing Addresses of Publisher, Editor, and Managing Editor Publisher (Name and complete mailing address) Michael Newman PO Box 2029 Tuscaloosa, AL 35403-2029 Editor (Name and complete mailing address) Marcia Gruver Doyle PO Box 2029 Tuscaloosa, AL 35403-2029 Managing Editor (Name and complete mailing address) Don McLoud PO Box 2029 Tuscaloosa, AL 35403-2029 10. Owner (Do not leave blank. If the publication is owned by a corporation, give the name and address of the corporation immediately followed by the names and addresses of all stockholders owning or holding 1 percent or more of the total amount of stock. If not owned by a corporation, give names and addresses of the individual owners. If owned by a partnership or other unincorporated firm, give its name and address as well as those of each individual owner. If the publication is published by a nonprofit organization, give its name and address.) Full Name

Complete Mailing Address

Randall-Reilly Holding Co, LLC

3200 RICE MINE RD NE, TUSCALOOSA, AL 35406-1510

11. Known Bondholders, Mortgagees, and Other Security Holders Owning or Hoding 1 Percent or More of Total Amount of Bonds. Mortgages, or Other Securities. If none, check box Full Name Complete Mailing Address GE Capital

None

11175 Cicero Drive, Suite 600, Alpharetta, GA 30022-1167

PS Form 3526-R, September 2007 (Page 1)

PRIVACY NOTICE: See our privacy policy on www.usps.com

13. Publication Title

14. Issue Date for Circulation Data Below

RANDALL PUBLISHING CO INC/EQUIPMENT WORLD

08/01/2018 Average No. Copies Each Issue No. Copies of Single Issue During Preceding 12 Months Published Nearest to Filing Date

15. Extend and Nature of Circulation a. Total Numbers of Copies (Net press run) Outside County Paid/Requested Mail Subscriptions stated on PS Form 3541. (Include direct written request from telemarketing and Internet requests from (1) recipient, recipient, paid subscriptions including nominal rate subscriptions, employer requests, advertiser's proof copies, and exchange copies.) b. Legitimate In-County Paid/Requested Mail Subscriptions stated on Paid PS Form 3541. (Include direct written request from and/or recipient, telemarketing and Internet requests from Requested (2) recipient, paid subscriptions including nominal rate Distribution subscriptions, employer requests, advertiser's proof (By Mail copies, and exchange copies.) and Sales through Dealers and Carriers, Street Vendors, Outside (3) Counter Sales, and Other Paid or Requested Distribution the Mail) Outside USPS Copies Distributed by Other Mail Classes (4) Requested Through the USPS (e.g. First-Class Mail) c. Total Paid and/or Requested Circulation (Sum of 15b (1), (2), (3), (4)) Outside County Nonrequested Copies stated on PS Form 3541 (include Sample copies, Requests Over years old, Requests induced by a Premium, Bulk (1) 3 Sales and Requests including Association Requests, Names obtained from Business Directories, Lists, and other soruces) d. NonreIn-County Nonrequested Copies stated on PS Form quested 3541 (include Sample copies, Requests Over 3 Distribution old, Requests induced by a Premium, Bulk (2) years (By Mail Sales and Requests including Association Requests, and Names obtained from Business Directories, Lists, Outside the and other soruces) Mail) Nonrequested Copies Distributed Through the USPS (3) by Other Classes of Mail (e.g. First-Class Mail, Nonrequestor Copies mailed in excess of 10% Limit

55561

56076

55564

56077

39916

39856

0 131

e. Total Nonrequested Distribution (Sum of 15d (1), (2), (3), (4))

40310

39987

f. Total Distribution (Sum of 15c and 15e)

95874

96064

g. Copies not Distributed

803

249

96677

96313

57.96 %

58.37 %

a. Requested and Paid Electronic Copies(Sum of 15c and 15e)

Requested and Paid Print Copies(Line 15c) + Requested/Paid b. Total Electronic Copies

Requested Copy Distribution(Line 15f)+ Requested/Paid c. Total Electronic Copies

0.00 %

h. Total (Sum of 15f and 15g)

Bobcat touts its planer attachment as a low-cost, easier to maneuver alternative to dedicated planers. The planer attaches to a skid steer to mill and cut concrete and asphalt. It delivers low-angle, high-velocity blows in a controlled pattern to uniformly chip pavement. The operator can set depth, width and slope. The milled material can be immediately recycled to finish asphalt and repair jobs. Bobcat offers four planer models of standard flow and high flow. Models include widths of 14 to 24 inches, 18 inches, 24 inches and 40 inches.

96313

394

Nonrequested Copies Distributed Outside the Mail (4) (include Pickup Stands, Trade Shows, Showrooms and Other Sources)

Low-cost planer alternative

96677

i. Percent Paid and/or Requested Circulation ((15c / 15f) times 100) 16. If total circulation includes electronic copies, report that circulation on lines below.

Percent Paid and/or Requested Circulation (Both print and Electronic d. Copies) I Certify that 50% of all my distributed copies (Electronic & Print) are legitimate requests.

17. Publication of Statement of Ownership for a Requester Publication is required and will be printed in the 10/01/2018 issue of this publication.

18. Signature and Title of Editor, Publisher, Business Manager, or Owner Title Julie Puckett

Date Aud Dev Dir

09/04/2018 16:45:14 PM

I certify that all information furnished on this form is true and complete. I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) and/or civil sanctions (including civil penalties). PS Form 3526-R, September 2007 (Page 2)

PRIVACY NOTICE: See our privacy policy on www.usps.com

EquipmentWorld.com | October 2018 69

EQUIPMENT INFORMATION

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October 2018 • EquipmentWorld.com

9/13/18 12:58 PM

equipmentworld.com | October 2018

AD INDEX Equipment World October, 2018 Advertiser

16 JOBSITE DYNAMOS P.

Web URL

Page

AEMP

aemp.org/FleetMaster

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Bailey Bridges, Inc.

pioneerbridges.com

Bobcat

Bobcat.com/NewR-Series

Brandt Equipment Solutions

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Hiniker Company

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Statement of Ownership

49 29

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tenna.com/AEMP

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EquipmentWorld.com | October 2018 73

final word | by Tom Jackson

TJackson@randallreilly.com

Call before you dig, then verify

he investigations into the gas line explosions and fires that erupted near Boston, Massachusetts, last month may not be complete for some time, but for earthmoving contractors everywhere, the incident undoubtedly provoked the same familiar and frightening thought. I have no direct knowledge of what happened, but there’s a high probability that somebody with an excavator, backhoe, trencher, auger or horizontal directional drill disrupted, bent or jangled an underground gas pipeline. Often these strikes happen without the operator knowing he’s hit something. The pipe doesn’t have to be cut or broken to leak. All it takes is some pressure – up, down or sideways – and a fitting or connector somewhere down the line will crack or loosen. The slowly leaking gas follows the path of least resistance underground and winds up pooling inside a house over hours or even days. Then someone lights a burner on the stove, and the roof takes off like a Saturn V rocket. So what can you do to prevent your operators from accidently blowing up a neighborhood? The One Call/811 call-before-you-dig law and the new standards for underground utility location promoted by the Common Ground Alliance have done a lot to reduce the number of underground utility strikes in the last 12 years. But calling 811 and noting the markings on the ground is just the bare minimum. The workers contracted by the utilities to respond to One Call/811 requests are under pressure to get as many as 40 locates done in a day. Mis-marks are not unknown, and the One-Call services are not required to give you the depth of the utilities in question, only the surface locations. So, most safety conscious contractors and pretty much all big contractors follow up One Call/811 utility locates with their own crews and their own underground utility mapping and marking.

74 October 2018 | EquipmentWorld.com

With a little training and an inexpensive toolkit, you can have a person on one of your crews do follow-up locates that will give you that extra margin of safety and accuracy. Plus, if your guy is doing the locate, you don’t have to wait on the 811 response. Or if the marks made by the 811 contract locator get washed away or the job is delayed, your designated underground utility location expert can take up the slack. The other reason for training your own person to do backup utility locates is that the infrastructure we put underground is a tangled, complicated and confusing mess – so much so there’s even an engineering protocol for locating it, subsite utility engineering, or SUE, used on many big projects. You may not need an engineer, but you need an in-house expert. Gas and power line strikes are dangerous enough. But cut a telecom line, and you could be liable for millions of dollars of lost revenues from local businesses. How to get started? • Download the Common Ground Alliance best practices at: www.commongroundalliance.com. • See our Special Report “Dangerous Digging” from the September 2005 issue of Equipment World: https://www.equipmentworld.com/ cover-story-dangerous-digging/ • And do an online search for “utility locating schools” or “utility locating training.” There are plenty of regional schools and workshops to choose from. If you’re a contractor, you no doubt doublecheck your bids before submitting them. Likewise, you should double- or triple-check and, when necessary, apply engineering protocols to your utility locates. A lot more is at stake here than just money left on the table. You could be risking your business, the lives of your employees and your reputation in the community. Underground damage is a big deal. Don’t let it destroy your company.

RUN STRONG. Packed with the features that operators demand, Doosan® excavators bring strength to every job.

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DoosanEquipment.com/RunHEX 1.877.745.7814 Major League Baseball trademarks and copyrights are used with permission of Major League Baseball Properties, Inc. Visit MLB.com Doosan ® and the Doosan logo are registered trademarks of Doosan Corp. in the United States and various other countries around the world. ©2018 Doosan Infracore North America, LLC. All rights reserved. | 187