Ew1116 combined

equipmentworld.com | November 2016

®

2016 BETTER ROADS

BRIDGE

INVENTORY P.18 Funding improves: State and local highway departments take charge

HEAVY TRUCKS: Emissions regs, AMTs help haulers evolve

P.

26

CLEAN FUEL:

Here’s why it’s now more important than ever

P.

33

Competitive financing available through Daimler Truck Financial. For the Freightliner Trucks dealer nearest you, call 1-800-FTL-HELP. FTL/MC-A-1423. Specifications are subject to change without notice. Copyright Š 2016 Daimler Trucks North America LLC. All rights reserved. Freightliner Trucks is a division of Daimler Trucks North America LLC, a Daimler company.

TRUSTED TO DO THE GRUNT WORK ON JOB SITES EVERYWHERE. Why do the hardest working businesses choose Freightliner trucks? We have a broad range of trucks fully capable of going above and beyond the call of duty. Whether it’s severe or medium duty, you can rest assured you’ll have the power and dependability you need to get the job done while lowering your truck’s Real Cost of Ownership.SM Select vehicles are available with the SmartPlex® electrical system and DetroitTM Connect Virtual TechnicianSM remote diagnostic system. With all trucks supported by Freightliner Trucks’ nationwide dealer network, you’re more than ready to get down to business.

To learn more about why so many people rely on our trucks, visit Freightlinertrucks.com.

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© 2016 Phillips 66 Company. Phillips 66® and its respective logos and products are registered trademarks of Phillips 66 Company. BL-P66-160739

Vol. 28 Number 11 |

Cover Story

table of contents | November 2016

2016 BETTER ROADS

BRIDGE INVENTORY State and local governments up their game in funding bridge improvements.

18

P.

Equipment 15

Marketplace

Giant compact wheel loaders, Volvo wheel loaders with Load Assist, Bobcat V519 telehandler, Caterpillar 14M3 motor grader, Case CX490D and CX500D excavators, Komatsu WA270 wheel loader.

26 Machine Matters The evolution of heavy truck design Truck OEMs have re-evaluated their designs to keep pace with federal environmental regulations while also continuing to meet their customer’s expectations – and it’s changing everything.

33 Maintenance Keeping fuel clean In the era of Tier 4 engines, spending more time and money keeping your fuel clean can actually save you a bundle.

56

Road Science

Motor graders While paving and compaction equipment get most of the spotlight, motor grader machine control updates are helping operators fine tune their roadbuilding finesse.

39 Product Report: LiuGong LiuGong’s new Tier 4 Final H-series breaks the ‘low-spec’ ceiling usually attributed to Chinese-made equipment.

69 Product Report: Genie Genie’s latest addition to its lineup, the Z-60/37FE diesel-electric boom, combines hybrid fuel efficiency with over-the-top performance.

EquipmentWorld.com | November 2016

5

table of contents | continued

Features 45 Technology

Volvo CE unveils its vision for the future of heavy equipment with its latest concept designs. The wearable SmartCap counters fatigue by mapping brain waves.

65 Contractor of the Year Finalist James MacKay, MacKay Construction Services, Wilmington, Massachusetts

®

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

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73 ConExpo-Con/Agg Preview: Educational Sessions Conexpo is coming to Las Vegas March 7-11 with a record-setting 143 educational sessions. Here’s what you might find interesting on Thursday and Friday of the show.

Departments Record 9 On Life at net 2 percent

11 Reporter

MINExpo’s debuts offer insights into construction’s future. Online equipment rental/sharing startup Dozr considers the U.S. market.

53 Safety Watch Night blindness

Data 63 Quick Trenchers Pickup 93 Pro GM and the U.S. Army join forces to create a hydrogen fuel-cell-powered

Chevy. Meet the Pruck; Prius + truck. Legacy Trucks’ ultimate ‘tribute trucks.’

The 2017 Ford F-150 Velociraptor 6x6.

Word 98 Final War or infrastructure?

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November 2016 | EquipmentWorld.com

Chairman: Mike Reilly President and CEO: Brent Reilly Chief Operations Officer: Shane Elmore Chief Financial Officer: Russell McEwen Senior Vice President, Sales: Scott Miller Senior Vice President, Editorial and Research: Linda Longton Senior Vice President, Audience Data: Prescott Shibles Vice President, Events: Stacy McCants Vice President, Digital Services: Nick Reid Vice President, Marketing: Julie Arsenault Vice President, Business Analyst: Joe Donald Director of Media Sales: Scott Maldonado Vice President, Strategic Accounts: Michael Newman For change of address and other subscription inquiries, please contact: equipmentworld@halldata.com Editorial Awards: Editorial Excellence, Original Research, Silver Award, 2016 American Society of Business Publication Editors Jesse H. Neal Award, Better Roads, 2011 American Business Media Robert F. Boger Award for Special Reports, 2006, 2007, 2008 Construction Writers Association Jesse H. Neal Award, Best Subject-Related Series of Articles, 2006 American Business Media Editorial Excellence Special Section Gold Award, 2006 Midwest-South Region, American Society of Business Publication Editors Editorial Excellence News Analysis Gold Award, 2006 Midwest-South Region, American Society of Business Publication Editors Editorial Excellence News Section Silver Award, 2005 Midwest-South Region, American Society of Business Publication Editors Robert F. Boger Award for Feature Articles, 2005 Construction Writers Association

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

Life at net 2 percent Let’s call him Mac. I met Mac on a recent visit to the Southwest, as part of our continuing editorial emphasis to get our butts out of the office and out into the field where real life happens. As the saying goes, “A desk is a dangerous place from which to view the world.”

Mac is president of a concrete and asphalt construction services firm. After spending a lifetime in the field, he’s been at the helm of his company – which has outside owners – for just more than a year now. This is a guy who can look every one of his crew members in the eye and tell them he’s been there. As he puts it, “I grew up eating dirt.” His Deere dealer introduced us.

Mac is relishing his leadership role, but he’s got a big problem. “We’re in an incredibly tough industry and in perhaps the toughest segment of that industry,” he says. “And we’re running along at net 2 percent profit, if we’re making money.”

To put that in perspective to his leadership team, Mac uses a Vegas analogy: Would they go to the blackjack table and bet $100 to get $2 back?

That 2 percent return colors everything, and has a direct impact on what he calls the three essentials of his company: employees, vendors and clients. “I’ve got to have all three aligned; if I don’t have one, I can’t take care of the other two,” he says.

As a result, cash flow is a weekly dance.

“When I submit a bill, my billing cycle is 65

to 70 days out, and 90 days if I’m a sub to a sub,” Mac says. “Every Friday, I have to meet a $150,000 payroll. If a vendor insists on being paid in 30 days, well…”

All of this plays directly into how he manages his fleet, made up primarily of backhoes and Ford F-550s. “A vendor absolutely has to understand my business, and not just from a sales standpoint,” Mac says. What doesn’t work with him is this all-too-common sales pitch: “Hey, we got a deal on a backhoe today. Do you want to buy one? No? Okay. We’ll check back in a couple of months.”

“I do business with people who want to know if there is something they can do to help, such as put a piece of equipment I could use in their rental inventory,” he says. “I can’t afford to buy it, but maybe I can rent it, or do a rental purchase. I need a vendor who’s willing to work with us, who wants to help me find a way.”

And even with extremely tight margins, he’s willing to pay extra for the service that results from such a relationship. “I’ll pay them $200 more a month in rental fees because of what they bring to us,” Mac says. “And remember, at net 2 percent, that $2,400 extra is real money to me.”

In the end, Mac believes that he needs his dealer “more than they need us. I treat them the same as our employees. They are that important to us.”

He pauses, and then says: “I think we see the future in each other.”

EquipmentWorld.com | November 2016 9

PC240LC-11 TIER 4 FINAL EXCAVATOR

• Improved engine efficiency with lower fuel consumption • Large DEF tank capacity for operation on slopes • Closed center load sensing hydraulic system • Spacious and quiet cab • Auto idle shutdown

RYAN HAZELTON / SALES REP / ANDERSON EQUIPMENT / MANCHESTER, NH “I sell a variety of quality Komatsu equipment. Take the PC240LC-11 excavator. It’s got great features like a closed center load sensing (CLSS) hydraulic system that provides quick response and smooth operation. Its large, quiet operator cab is more comfortable. Better engine efficiency improves response and helps get the most from every gallon of fuel. More innovation and more choices. That’s why I AM KOMATSU.”

SUPPORTED WITH PRIDE

komatsuamerica.com Copyright ©2016 Komatsu America Corp. All Rights Reserved

013

reporter

| staff report

MINExpo announcements hint of construction’s future

W

hile smaller than construction’s ConExpoCon/Agg, the everyfour-year MINExpo has an emphasis on big: big equipment, big tires and big ideas.

Production is king in the mining sector, with innovations designed to shave seconds off production cycles, process more material and get miners out of harm’s way.

Equipment World has always found the show an intriguing venue to get glimpses of features that may roll their way down the size chart. For example, fully autonomous haul trucks made headlines at MINExpo, with both Cat and Komatsu revealing more about their unmanned yellow iron efforts.

Cat says its 493F haul truck, running in tests at the Fortescue Metals Group’s Solomon mine in Australia since 2012, can now produce 20 percent more material than a manned vehicle. The autonomous trucks now handle 70 percent of the mine’s production. Un-

Center stage: Komatsu’s concept Autonomous Haulage Vehicle. like the automobile industry, which is adding semi-autonomous features such as object detection in an effort to build up to fully autonomous cars, Cat says it’s now unbundling what it has learned in its autonomous efforts to offer slices of autonomy in other machines. One such piece will be truck spotting, which helps a haul truck operator know exactly where to position the truck under an excavator for optimum loading. Cat plans to make truck spotting available next year.

Komatsu’s concept 459-ton Autonomous Haulage Vehicle, with a 2,700-gross-horsepower engine, distributes equal load to all four wheels when the truck is loaded and unloaded, and has four-wheel drive, retarder and steering for shuttling in both forward and reverse. Komatsu says it hopes these advancements will eliminate the need for K-turns when loading and unloading.

For the here and now, Preco Electronics debuted its

Briefs Doug Oberhelman, Caterpillar chairman and CEO, will retire on March 31st, ending a 41-year career with the company. Jim Umpleby, currently the group president of the firm’s Energy & Transportation division, has been named incoming CEO, and current board member Dave Calhoun will assume the position of the board’s non-executive chairman.

Komatsu America is purchasing four branches of Arizona-based dealer Road Machinery – including three in New Mexico and one in Texas – in order to convert them to company-owned sites to be re-branded as Komatsu Southwest locations.

Established in 1955, Road Machinery operates 13 other locations in the southwest and features Komatsu mining, construction and forestry machines. The company also carries Wirtgen Group equipment, including Hamm, Vogele, Wirtgen and Kleeman brands.

Strongco has completed the sale of 100 percent of the shares of U.S. subsidiary ChadwickBaRoss for $12.4 million to Chadwick-BaRoss Canada, a subsidiary of ISH Capital. Strongco, which has locations across Canada and operated several Chadwick-BaRoss sites in the northeast U.S., has reported better sales this year, but its gross margins have been down. It stated negative cash flows in both 2014 and 2015.

RDO Equipment has officially opened its second Phoenix-area location in Chandler, Arizona, provid(continued on page 12)

(continued on page 12) EquipmentWorld.com | November 2016 11

reporter |

staff report

Briefs

(continued from page 11)

PreView Sentry at the show, an object detection technology that uses a different radar bandwidth than previous versions. This gives it a fully adjustable detection zone, and the ability to detect objects from the face of the radar up to 98 feet. The device can accurately and simultane-

ously identify the location and velocity of up to 16 people or objects. Preco says it will eventually be able to tie in the Sentry to a machine’s telematics systems, so users can extract information such as near misses and how quickly an operator applies the brakes.

– Marcia Gruver Doyle

Canadian equipment sharing site Dozr integrates insurance coverage, eyes U.S. expansion

T

he burgeoning online heavy equipment rental/sharing marketplace is about to get a bit more crowded thanks to a recent round of funding raised by Canadian startup Dozr. Founded by former contractor Kevin Forestell, his wife Erin Stephenson, and his brother Tim in June 2015, the company has already amassed more than 2,200 customers in its home country. The fast growth impressed Toronto’s FairVentures, which recently agreed to a $1.9 million equity financing round.

According to a company release, Kevin Forestell was inspired to start the company in order to give equipment owners a way to earn money with equipment that would otherwise be sitting idle between jobs. The Dozr founders say the FairVentures investment will help them with their plans of eventually expanding the company into the United States.

Plus, the deal has added a new feature to Dozr rentals that will provide a major element of differentiation for the company as it embarks on such an expansion.

Federated Insurance Company of Canada has developed a coverage plan that will be built into all future Dozr rentals.

Dozr says it is now the first company in the heavy equipment market to provide insurance as part of the platform.

Beyond the ease of online renting, built-in insurance coverage, and the ability to rent from fellow contractors, Dozr says its rates tend to be about 40 percent cheaper than retail rental rates while offering a great variety of equipment.

– Wayne Grayson

12 November 2016 | EquipmentWorld.com

(continued from page 11)

ing equipment from John Deere, Hitachi and Topcon. The new site is located on Interstate 10 in Chandler, and has more than 31,300 square feet and a 12-bay service shop. It is the eighth RDO location in Arizona and the 78th in the company’s 10-state network of dealerships.

Komatsu America is celebrating the 30th anniversary of U.S. machine production at its Chattanooga Manufacturing Operation in Tennessee. The Chattanooga plant was opened in February 1985, and was Komatsu’s first U.S. plant.

The facility currently employs 370 people and manufactures medium hydraulic excavators and forestry equipment.

In order to better integrate planning for and analysis of unmanned aerial vehicle (UAV) flights on construction jobsites, San Franciscobased software company Airware has acquired French drone data startup Redbird. While Redbird’s software focuses on providing data visualization on the jobsite level, Airware’s platform is more focused on the management, planning and operation of drones. Redbird has partnered with Caterpillar to provide drone services.

The first Deutz Power Center, which will provide dedicated engineering and technical sales resources to small and mid-sized machinery manufacturers, has officially opened in North Kansas City, Missouri. Deutz Power Center Midwest will help OEMs using Deutz products in the region. In addition to support, the location will be able to design, engineer and manufacture Deutz-branded engines, and be able to buy new and Deutz Xchange remanufactured engines.

The Florida Department of Transportation (FDOT) and Florida Polytechnic University plan to build a 400-acre transportation technology testing site, dubbed SunTrax, in Polk County between Tampa and Orlando. SunTrax would include a 2.25-mile oval track and would be developed as a “high-tech hub for the research, development and testing of emerging transportation technologies related to tolling, intelligent transportation systems and automated and connected vehicles.” Officials say the track would be used to test high-speed tolling, and will feature multiple lanes and parallel tolled express lanes similar to ones currently used in Florida.

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

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Bobcat®, the Bobcat logo and the colors of the Bobcat machine are registered trademarks of Bobcat Company in the United States and various other countries. ©2016 Bobcat Company. All rights reserved. | P157E

CLOSE TO OUR CUSTOMERS

CLOSE TO OUR CUSTOMERS

Find out more: www.wirtgen-group.com

marketplace

| staff report

ELIMINATE THE GUESSWORK IN LOADING ’S R O T EDI ICK P

Volvo Construction Equipment’s Load Assist system for wheel loaders delivers both real-time payload data to operators and work order management for owners. Available on its L110H, L120H, L150H, L180, L220H and L250H wheel loaders, Volvo says the system eliminates the guesswork associated with loading accurate tonnage and reduces occurrences of reweighing and reloading. Load Assist data is delivered through Volvo’s new Android-based, tablet-like Co-Pilot control interface , which features a 10-inch, high-resolution touchscreen. By using CoPilot, operators can set allowable limits on both the tonnage in the truck and the tonnage in the bucket. The monitor also displays the bucket angle and machine angle, and automatically engages the rear-view camera when the loader is put in reverse. Volvo says Load Assist tonnage measurements are accurate within +/- 2 percent. The system also alerts the operator if the current weight in the bucket is overloaded or if that weight will overload the truck.

Variable horsepower system matches power requirements in all gears Lower front frame gives loads a lower center of gravity Dutch equipment brand Giant, working through its North American operation Tobroco-Giant, has introduced its D254SW, D263SW X-TRA and V452T X-TRA HD wheel loaders. The D254SW is powered by a 25-horsepower Kubota engine and weighs in at 2,420 pounds, with a max tipping load of 2,400 pounds. The two X-TRA models, the company says, feature a lower front frame and give the load a lower center of gravity, thereby increasing tipping load. The D263SW X-TRA is powered by a 26-horsepower engine, while the V452T X-TRA HD is powered by a 45-horsepower engine and has a tipping load of 4,950 pounds. Giant also debuted its V6004T telehandler, powered by a 60-horsepower engine. It features hydrostatic four-wheel drive. The V6004T has a top speed of 17.5 miles per hour and can reach lift heights of up to 14 feet.

With power, balance, steering, and service interval and fuel efficiency boosts, as well as a fully scalable factory integrated semi-automatic cross sloping system, Caterpillar’s new 14M3 motor grader has significant upgrades over previous models. Cat has replaced the C11 engine found in previous models with a C13 ACERT, with a net power range of 235-238 horsepower. The 14M3 comes standard with a variable horsepower system that matches power requirements in all gears. The new engine boosts fuel efficiency through an ECO mode that limits the engine’s high-idle speed to 1,750 rpm in working gears, while also steadily maintaining the machine’s power. The C13 is paired with an 8F/6R powershift transmission with an electronic control system that Cat says enhances gear-to-gear shifting by maintaining consistent torque flow and smoothing shift points. Operators can choose from three blade modes – fine, normal and coarse – to match blade control to the application at hand, and a Return-to-Center system automatically restores straight-frame travel from any articulation angle.

EquipmentWorld.com | November 2016 15

marketplace

| continued

Extra traction control for snowy, icy or slippery conditions Powered by a Tier 4 Final, 6.69-liter Komatsu engine, the Komatsu WA270-8 is a 149-horsepower wheel loader that can be used in virtually any application, according to the company. The engine uses selective catalytic reduction and a diesel particulate filter (DPF) to meet emissions requirements and performs 98 percent of DPF regeneration passively without the need for operator action. The engine provides a 3-percent improvement in fuel efficiency over the previous generation’s Tier 4 Interim engine in V-cycle loading, and a 2-percent fuel boost in load-and-carry applications.The engine is paired with a hydrostatic transmission with variable traction control and an S-mode, which provides extra traction control to reduce wheel slip in snowy, icy or slippery conditions. A creep mode allows the operator to dial in travel speed from 1 to 8 miles per hour via a knob on the console. A new high-back heated seat softens vibrations. The cab also includes a 7-inch color monitor for viewing Komtrax telematics data, a full-color rear view monitor and an auxiliary jack and two 12-volt ports.

Full attachment capability first for telehandler size class

Powered by a Bobcat D34 engine generating 74 horsepower, the Bobcat V519 telehandler features a two-stage boom with a reach of more than 10 feet, a lift height of 19 feet and lift capacity of up to 5,500 pounds. The D34 engine does not require the use of a diesel particulate filter, and features an Eco mode to reduce fuel consumption in tasks that don’t require full power.

The machine is the first of its size to accept the company’s BobTach quick attachment mounting system. A two-speed hydrostatic drive system is standard on the V519. An exclusive feature to the V519 engages an automatic parking brake whenever the machine idles when stopped (including when in neutral) to avoid unintentional movement. An enclosed cab with heat and air conditioning comes standard, and is designed for all-day comfort, with directional air vents, adjustable steering column, and a suspension seat.

16 November 2016 | EquipmentWorld.com

Designed for the rigors of mass excavation Case Construction Equipment has introduced two new large excavator models – the CX490D and CX500D – to its D Series lineup. Compared to their 470C predecessor, the two machines provide cycle times that are up to 10-percent faster, have more responsive controls and boast better fuel efficiency. Both models are powered by 362-horsepower Tier 4 Final engines that meet emissions standards through selective catalytic reduction and a diesel oxidation catalyst. This combination eliminates the need for a diesel particulate filter and the associated regeneration times. The CX490D weighs in at 109,300 pounds, and has a bucket digging force range of 55,500 to 60,700 foot-pounds. The CX500D weighs 111,800 pounds, and a digging force range of 64,500 to 70,400 foot-pounds. The CX500D is designed specifically for mass excavation, and features a special heavy-duty attachment coupler, larger bucket cylinders and optimized kinematics that enable it to work with larger buckets than the previous model. In addition to a stronger and more durably designed arm and boom, both machines feature an undercarriage built with thicker steel, and a new single-slope design that reduces dirt accumulation.

Ready. Set. slow.

Introducing the new I-Shift with Crawler Gears from Volvo Trucks.

It allows drivers to travel at speeds as slow as 0.6 miles per hour and maintain a precise, controlled roll. It’s an ideal automated manual transmission for applications like pouring curbs or laying asphalt, where low speeds are crucial to doing the job right.

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I-shift with crawler gears

Volvo Trucks. Driving Progress

bridge inventory

| by Chris Hill |

ChrisHill@randallreilly.com

2016 BETTER ROADS BRIDGE 2016 BETTER ROADS

BRIDGE INVENT I N V E N T O R Y

A

t first, it seems like the typical bad news statistic you tend to get when you ask state Departments of Transportation (DOTs) to comment on the condition of the bridges in their areas: Half of the state bridge engineers responding to our 2016 Better Roads Bridge Inventory said that low funding was their top obstacle in improving bridges.

But this year’s survey results provided an interesting twist: 10 percent fewer respondents cited funding as their top concern than did in last year’s survey.

States take the lead Perhaps part of the reason for this is that several states have recently enacted methods specifically to fund bridge programs. One example is Nebraska’s County Bridge Match Program, created earlier this year by the state’s Transportation Innovation Act. It will provide $40 million through June 30, 2023, to be used to reimburse a county 55 percent of a project’s bridge construction costs (up to $150,000 for any one bridge).

“Of the approximately 15,000 bridges in Nebraska, about 11,000 are on the county system,” says Kent Miller, assistant bridge engi18 November 2016 | EquipmentWorld.com

neer, data and inventory for the Nebraska Department of Roads.

“These tend to be smaller bridges and make up about 39 percent of the total bridge area in Nebraska.

The program is designed to encourage innovative ways to deliver lower-cost bridge construction projects.“ Miller adds the program will allow state and local funding for qualified county system bridges to target reduction of structurally deficient bridges and support designbuild programming delivery.

Last year, South Dakota initiated its Bridge Improvement Grant (BIG) program to help fund bridge

projects through a wheel-tax fund mandate at the county level. If a county does not collect the tax, they cannot apply for the grant funds. The program allots $7 million per year and the South Dakota DOT is kicking in an additional $2 million per year.

“The Bridge Improvement Grant has had several impacts,” says Laurie Schultz, South Dakota DOT (SDDOT) administration program manager. “The first was the requirement to prioritize county structure replacements based on the condition of the structure and the facility it carries. We require that public meetings be held and the bridge

HOW THE STATES STACK UP TOP 5 STATES LOWEST PERCENT SD/FO

TORY prioritization be discussed.”

The second impact, she adds, was the decision to no longer fund local bridges with federal funds to allow for more direct control at the state and local level. “We will be completing projects that were programmed through 2018, but will then shift to totally funding local bridge projects with state funds.”

Finally, Schultz says the agency is encouraging local entities to rehabilitate their bridges and extend their life, rather than “just let them die.”

“We cannot afford to replace all of the aging structures, and need to implement maintenance programs to extend their lives,” she says.

The New Mexico DOT began setting aside $14 million per year for bridge preservation projects back in 2013, prompted in part by the fact that the average bridge age in the state is approaching 50 years.

“The objective of the funding is to extend the service life of these bridges by proactively spending limited funding on actions that minimize deterioration,” says Jeff Vigil, NMDOT bridge management engineer. “Road salts are used

1 2 3 4 5

ARIZONA MINNESOTA UTAH NEW MEXICO WISCONSIN

9% 10.3% 11.7 % 13.9% 14.1 %

BOTTOM 5 STATES/AREAS HIGHEST PERCENT SD/FO

51 DISTRICT of COLUMBIA 50 RHODE ISLAND 49 HAWAII 48 NEW YORK 47 WEST VIRGINIA

68.5 %* 52 % 42.7 % 37.7 % 37 %

TOTAL BRIDGES:

SD:

FO:

7,714

159

536

13,964

867

566

2,986

64

285

3,793

221

307

14,116

1,230

762

TOTAL BRIDGES:

SD:

FO:

254

10

164

773

192

210

1,112

61

414

17,498

1,948

4,643

7,162

1,276

1,375

*From the Federal Highway Administration’s 2015 National Bridge Inventory

Bridge condition ratings Through consultation with states, the Federal Highway Administration (FHWA) has assigned a sufficiency rating to each inventoried bridge measuring 20 feet or more. Factors for these ratings are outlined in the current FHWA report, “Recording and Coding Guide for Structures Inventory and Appraisal SI&A of the Nation’s Bridges.”

A structurally deficient (SD) bridge is rated as such when its components, including the deck, substructure, superstructure or culvert, are rated in poor condition. It does not imply the bridge is not safe.

A functionally obsolete bridge (FO) does not meet current designs standards and may have lanes or shoulders that aren’t wide enough, or has vertical clearances that are too low.

FHWA is moving toward rating bridges as good, fair and poor as a means of further standardizing the rating system for its National Bridge Inventory.

Some states use their own methodologies that may differ from other states in establishing these ratings. Establishing the new rating system levels the playing field and avoids confusion that SD and FO bridges may cause, FHWA says.

EquipmentWorld.com | November 2016 19

bridge inventory

| continued

in the northern half of the state, which can lead to an escalation in the rate of deterioration of bridge elements if they are not properly protected. The $14 million allows the department to develop approximately 50 minor rehabilitation and/or preventive maintenance projects per year.”

Not so FAST The Fixing America’s Surface Transportation (FAST) Act, passed late last year, finally gave the highway industry a multi-year funding bill.

So, we wondered: Has this money had a positive impact at the state level on the near term future of bridge improvements?

Interestingly, the responses were quite mixed among state bridge officials. Only 46.7 percent of our respondents said yes, with another 40 percent indicating no.

Utah DOT’s (UDOT) Rebecca Nix, bridge program manager, is optimistic about the FAST Act’s benefits.

“The new flexibility of National Highway Performance Program (NHPP) funding through the FAST Act – allowing NHPP funds to be expended on any bridge on a Federal Aid route – will allow Utah to better allocate funds to the most critical repairs in our entire system, rather than just the most critical repairs on the National Highway System,” she says.

But South Dakota DOT’s Schultz feels the FAST Act isn’t significant in the context of her state’s bridge improvements. “There are no dedicated funds for bridges in the FAST Act,” she says. “Federal funds require compliance with complex environmental restrictions that take time and resources to manuever through.”

Other factors Preservation and maintenance came in as the second most common response to our question regarding their top obstacle to improving 20 November 2016 | EquipmentWorld.com

BRIDGE TOTALS

INTERSTATE / STATE VS. CITY / COUNTY / TOWNSHIP U.S. INTERSTATE/STATE BRIDGES OUT OF A TOTAL OF 295,762

U.S. CITY/COUNTY/TOWNSHIP BRIDGES OUT OF A TOTAL OF 307,858

SD/FO

SD/FO FO

20.7% 61,072

15.0

%

44,295

SD

5.7

22.7%

%

69,725

SD

12.2% 37,689

FO

10.4% 32,036

16,775

bridges, accounting for 26.9 percent of the total responses. This is similar to last year’s 24.9 percent total.

Paul Kulseth, bridge management engineer for the Kansas DOT, believes a polymer overlay system for sealing bridge decks would be the best form of preservation in his state, indicating such work would protect the existing deck while sealing out water intrusion.

“This would reduce the amount of patching needed on a future project,” he says. “The less money we spend on maintenance, the more money is available for replacement or major rehabilitation.”

However, limitations on the overlay system’s use, which Kansas has been implementing since the 1990s, comes back to funding.

“Unfortunately, it is somewhat of a luxury item that is not appropriate to apply on a widespread basis in the current budge climate,” Kulseth says. “If we had more available funding and could act on a proactive basis instead of a reactive basis, we would apply the system to more bridge decks. In the long run, if we can apply it at

the appropriate time, we would spend less money preserving our overlays and decks instead of just letting them go until they are in bad enough condition that replacement of the overlay or deck is necessary.”

How the states stack up Overall, the percentage of SD/FO bridges held steady compared to last year, with 20.7 percent of all interstate and state bridges and 22.7 percent of all city/county bridges classified SD/FO. In order to align with the Federal Highway Administration’s (FHWA) initiative to move away from the SD/FO ratings, this year we asked DOTs to rank their bridges as good, fair and poor.

FHWA has yet to make a final decision on exactly how these ratings will be defined, but many states are already using their own methodology. Of the 33 states that reported their good/fair/ poor numbers, 48.3 percent of the bridges in those states were rated as good, 41.9 percent fair and 9.8 percent poor.

| continued

bridge inventory Mark Dinger, California DOT’s media relations manager, says his agency believes these ratings systems will do a good job of capturing the condition of bridges, but with some limitation. “The new rating system is more closely aligned with the old SD rating, but it doesn’t account for load capacity as directly as the old SD rating did.”

Also new in the statistical portion of our survey were requests for the total bridge deck area rated as structurally deficient. Thirty-six states responded with this information, and the results paint a more positive picture of the nation’s bridges, with only 4.8 percent of the bridge deck area in these states rated in SD condition.

The top five states with the lowest number of SD/FO bridges

1. ARIZONA Arizona is the top state this year, moving up from third place last year. The state reports that 9 percent of its 7,714 bridges are rated in SD/FO condition. Total SD bridges totaled 159, or 2.1 percent, and total FO bridges reached 6.9 percent.

In reporting bridge conditions as good, fair and poor, Arizona listed 62.1 percent as good, 36.2 percent as fair and 1.7 percent as poor.

Clifton Guest from the Arizona DOT’s Bridge Management office says the state plans to continue to lower its rate of SD/FO bridges this

STATES GROUPED BY SD/FO PERCENTAGES*

2 17

Number of states with more than 50 percent of total bridges being SD/FO

3.9%

33.3

Number of states with between 25 percent and 50 percent of total % bridges being SD/FO

27 53% Number of states with between 15 percent and 25 percent of total bridges being SD/FO

6

Number of states with between 0 percent and 15 percent of total bridges being SD/FO

9.8% *Percentage of states/areas in survey

22 November 2016 | EquipmentWorld.com

year through bridge replacement projects. On a scale of 1 to 5, with 1 being poor and 5 being excellent, he rates bridges in the state at 4, primarily because of the age of the bridges and the number of SD/FO ratings.

2. MINNESOTA Minnesota jumped from fourth to second place this year, but maintained the same percentage of SD/ FO bridges at 10.3 percent of their 13,964 bridges. The state reported 4.1 percent as FO and 6.2 percent as SD. Minnesota did not report good/ fair/poor condition rankings.

3. UTAH Utah is still a top-performing state, but dropped one spot from second to third with 11.7 percent of its 2,986 bridges rated as SD/FO. Last year only 8.7 percent of its bridges were in these conditions.

The state reports that 2.1 percent of its bridges are SD, and 9.6 percent are FO. Utah says 58.5 percent of its bridges are in good condition, 39.5 percent are in fair condition and 2 percent are in poor condition. The state has a total bridge deck area of 20.85 million square feet, of which 2.72 percent was rated in SD condition.

UDOT Bridge Program Manager Rebecca Nix says she expects to lower SD/FO bridges in the coming year, with 10 of 13 SD bridges programed for a major rehabilitation or replacement within the next three years. “We do expect the FO numbers to fluctuate a little as we finalize load ratings for every structure in the system,” she says.

Nix rated the states bridges as a 4 on a scale of 1 to 5.

4. NEW MEXICO New Mexico entered into fourth place after not having cracked the top five last year. Of its 3,793 bridges, 13.9 percent are rated as SD/FO. SD bridges reached 5.9 percent of the total and FO bridges made up 8.1 percent.

The state ranked its bridges as 57.1 percent good, 36.9 percent fair and 6 percent poor.

Total bridge deck area is 21.6 million square feet, with 9.8 percent rated as SD. NMDOT Bridge Management Engineer Jeff Vigil expects to lower the SD/FO bridge count with targeted funding toward several SD bridges. He rates the state’s bridges as a 4 on the 1-to-5 scale.

5. WISCONSIN Wisconsin rounds out our top five states with 14.1 percent SD/FO bridges out of a total of 14,116 bridges. Total SD bridges accounted for 8.7 percent and FO bridges reached 5.4 percent.

Wisconsin says 52.1 percent of its bridges are in good condition, 40.2 percent are fair and 7.7 percent are poor. Total bridge deck area is 77.4 million square feet with 12 percent listed as SD.

The bottom five states and areas with the highest number of SD/FO bridges

51. DISTRICT OF COLUMBIA Washington, D.C. still has the highest percentage of combined SD/FO bridges – 68.5 percent of 254 bridges – a position it’s maintained since 2012.

As the District Department of Transportation did not respond to our survey, we relied on FHWA’s most recent National Bridge Inventory. The nation’s capital had 10 SD bridges and 164 FO bridges.

50. RHODE ISLAND As it did last year, Rhode Island ranked second from the bottom, with 52 percent of its 773 bridges rated SD/FO. Total SD bridges made up 24.8 percent of the total, with

A FIVE-YEAR LOOK AT AMERICA’S BRIDGES 2012

2013

2014

2015

2016

TOTAL OVERALL

TOTAL OVERALL

TOTAL OVERALL

TOTAL OVERALL

TOTAL OVERALL

602,154

609,438

608,094

599,455

603,620

bridges surveyed:

bridges surveyed:

SD/FO:

bridges surveyed:

SD/FO:

bridges surveyed:

SD/FO:

bridges surveyed:

SD/FO:

SD/FO:

135,657

131,200

124,385

127,441

130,797

PERCENTAGE:

PERCENTAGE:

PERCENTAGE:

PERCENTAGE:

PERCENTAGE:

22.5

21.5

%

TOTAL

%

20.5

%

TOTAL

interstate and state bridges:

interstate and state bridges:

292,273

300,260

SD/FO:

TOTAL

interstate and state bridges:

300,001

293,593

SD/FO:

58,106

20.1

19.4

%

TOTAL NOT SURE

TOTAL

TOTAL

interstate and state bridges:

295,762

SD/FO:

55,235

DO YOU EXPECT THE FAST ACT WILL HAVE A PERCENTAGE: PERCENTAGE: PERCENTAGE: POSITIVE IMPACT IN THE NEAR FUTURE ON BRIDGE IMPROVEMENTS IN YOUR STATE?*

%

21.7 %

TOTAL

interstate and state bridges:

SD/FO:

58,851

21.3

%

18.4

%

TOTAL

SD/FO:

57,131

61,072

PERCENTAGE:

PERCENTAGE:

%

19.5

20.7 %

TOTAL

TOTAL

city/county bridges:

city/county bridges:

city/county bridges:

city/county bridges:

city/county bridges:

309,881

309,178

308,093

304,912

307,858

13.3

%

SD/FO:

YES

NO

76,806 % 40

PERCENTAGE:

SD/FO:

SD/FO:

SD/FO:

SD/FO:

% 46.7 73,094

69,150

70,310

69,725

PERCENTAGE:

PERCENTAGE:

PERCENTAGE:

PERCENTAGE:

24.8% 23.6% 22.4 % 23.1% 22.7 % *30 out of 51 surveyed responded to this question

BRIDGES WITH GOOD, FAIR, POOR RATINGS* POOR

9.8%

DO YOU EXPECT THE FAST ACT WILL HAVE A POSITIVE IMPACT IN THE NEAR FUTURE ON BRIDGE IMPROVEMENTS IN YOUR STATE?*

NOT SURE

13.3%

GOOD FAIR

41.9%

48.3%

*33 out of 51 surveyed provided ratings

YES NO

40%

46.7 %

*30 out of 51 surveyed responded to this question

EquipmentWorld.com | November 2016 23

bridge inventory

| continued

FO bridges reaching 27.2 percent. Bridges rated as good totaled 16.3 percent; fair, 58.7 percent; and poor 25 percent. There’s a total of 82,302 square feet of bridge deck surface in the state, with 25.4 percent of that rated as structurally deficient.

The Rhode Island DOT rated its bridges as a 1 on the 1 to 5 scale due to the age of the bridges and impact of the weather. However, during the next fiscal year, the state plans to start 98 new bridges and complete 26, with another 85 in the planning stage.

49. HAWAII Hawaii has moved from fourth to third from the bottom in the number of SD/FO bridges.

Out of its 1,112 bridges, 61 were considered SD and 414 rated as FO. Hawaii did not provide good, fair or poor ratings, but did report total deck surface area of 12.5 million square feet, with 5.6 percent rated as SD.

48. NEW YORK With 37.7 percent of its bridges rated SD/ FO, New York is now positioned fourth from the bottom. SD bridges totaled 1,948 out of 17,498, with 4,643 being rated FO.

WHICH ONE THING WOULD HELP YOU THE MOST IN IMPROVING YOUR BRIDGES?*

50% 26.9% 11.6% 7.7% 3.8%

FUNDING PRESERVATION/ MAINTENANCE BRIDGE ASSET MANAGEMENT SYSTEM STAFFING ACCELERATED BRIDGE CONSTRUCTION *26 of 51 surveyed responded to this question

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The state ranked 12.7 percent of its bridges as good, 57.9 percent as fair and 29.4 percent as poor. There’s a total bridge deck surface of 142.6 million square feet, with 24.3 percent rated SD. Erica Westhuis, bridge data services unit supervisor for the New York State DOT, says lower federal funding amounts and a shrinking workforce lead her to be uncertain as to whether the state will be able to lower the SD/FO rate for next year. “In addition, the environmental effects, such severe weather events, and volume of traffic in the state tends to increase the deterioration rates on our bridges.”

Methodology

47. WEST VIRGINIA Ranking barely better than New York, West Virginia reported 37 percent of its 7,162 bridges in SD/FO condition. SD bridges totaled 17.8 percent of all bridges, with FO slightly higher at 19.2 percent.

West Virginia ranked 34.5 percent of its bridges as good, 47.9 percent as fair and 17.6 percent as poor. The state has 41.3 million square feet of bridge deck surface area, with 45.2 percent rated SD. “Legislation to generate more state transportation funding would be a start in improving our bridges,” says Kyle Stollings, director of maintenance for the West Virginia DOT. “It would allow our DOT to not be as reliant on federal funding and would give us a little more flexibility and efficiency in project delivery. Investing in infrastructure would provide an economic benefit to the state as a whole.”

For a further examination of national bridge conditions, look for the 2016 Better Roads Bridge Inventory interactive map on EquipmentWorld.com.

C

onducted since 1979, Equipment World’s Better Roads Bridge Inventory is an exclusive, award-winning annual survey that asks bridge engineers across the nation to provide qualitative and quantitative details about bridge conditions.

The qualitative data are collected through our questionnaire about major issues concerning bridge conditions and maintenance. In the event a state did not respond to our survey, we used data from FHWA’s National Bridge Inventory. The FHWA’s explanation of structurally deficient and functionally obsolete bridges is available on the Policy & Government Affairs Conditions and Performance section of FHWA’s website. The Equipment World editorial staff would like to thank state highway engineers for their continuing cooperation to provide current data, which was collected through October 2016.

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EquipmentWorld.com | November 2016 25 BaileyBridge_BR0513_PG14.indd 1

4/23/13 9:32 AM

machine matters

| by Richard Ries

THE EVOLUTION OF

HEAVY TRUCK DESIGN

SO WHAT’S NEW IN HEAVY TRUCKS? EVERYTING.

The Western Star MBT-40 (Multi-Body Transfer) can quickly change from one body application to another while maintaining in-cab body control.

Multiple hydraulic, air, and electrical connections enable this morphing process.

26 November 2016 | EquipmentWorld.com

S

ince the first emissions regulations for on-highway diesels arrived in 1974, four primary components of emissions have become well controlled: carbon monoxide (CO), oxides of nitrogen (NOx), hydrocarbons (HC) and particulate matter (PM).

Now the federal government has its sights on regulating greenhouse gases and improving fuel economy (see sidebar on page 24). This has led truck OEMs to re-examine their designs in order to meet these standards, while also meeting customer demands.

Advances in drivetrain technology are yielding higher power density (power output for a given size

of engine), allowing the use of smaller-displacement, lighterweight engines for improved fuel efficiency with no loss of performance. Other changes further improve fuel economy; the net improvement is typically in high single-digit percentages, but may be more.

Here’s a summary by drivetrain component:

Engines The bowl-shaped depression on the top of a piston is there to improve combustion efficiency, thereby improving fuel efficiency and reducing PM. Manufacturers have been working on bowl shapes for years and have found gains once again. So-called “wave� pistons have protrusions into the bowl from the sides to increase compression and further

enhance fuel/air mixing for more complete combustion.

Decades of improvements to unit injectors have made them efficient, but manufacturers are now switching over to common rail injection. Where a unit injector creates fuel pressure on each intake cycle, common rail injection holds high pressure in the system at all times. The injector merely controls the delivery of that pressurized fuel.

Common rail injection allows higher pressures, which improve fuel atomization and distribution and therefore combustion efficiency. Typical pressures for common rail are 25,000 to 35,000 pounds per square inch, or about twice that of most unit injectors.

Some common rail systems deliver up to 50,000 psi. (Fuel pressure is often expressed in bars; 1

The Volvo D13 with turbo compounding provides an additional 50 horsepower and an improvement of up to 6.5 percent in fuel efficiency. Both it and the standard, non-turbocompounding D13 feature wave piston design and hybrid common rail fuel injection.

EquipmentWorld.com | November 2016 27

machine matters

| continued

bar equals about 14.5 psi.) Compared to unit injectors, those in common rail systems may have more or fewer holes and may have more or fewer individual pulses of fuel per injection sequence.

Likewise, years of improvements to variable rate turbochargers have created turbos that deliver smooth performance at a wide range of engine speeds, with minimal turbo lag during acceleration. But turbos have been limited to one strategy: to increase air volume over what’s available in a naturally-aspirated engine.

Turbo compounding adds a second benefit by mechanically coupling the turbo to the crankshaft (or to a generator) while still delivering higher air volumes.

The result is a slight bump in power output with no additional fuel usage.

Transmissions Automated manuals are becoming the most popular option for heavy trucks. They mate well with modern engines, reduce driver fatigue and are more accommodating of less-experienced drivers. AMTs also do a better job of keeping an engine in its sweet spot for given conditions, whether maximum torque or peak fuel efficiency.

OEMs are making improvements to AMTs for construction and vocational applications. Components are ruggedized and Mack offers creeper gears in their ratios optimized; many mDRIVE HD automated manual now include one or transmissions. The 13-speed unit two low-reduction is available in direct or overdrive ratios to boost perforconfiguration, with one low reducmance in tough condition gear. The 14-speed AMT is overdrive only and has a second, tions and allow for ultra-low-speed gear. Both offer up low-speed operation, to four reverse gear ratios. such as curb pouring.

These “crawler” gears also allow the use of higher-ratio differentials, perhaps a 3.08 or 3.21 instead of a 3.73 or 3.90, to reduce fuel consumption with no loss of performance at launch, at low-speeds, or on grades.

In the early days of electronic control modules, the engine was the arbiter of performance. Now, it’s the transmission calling the shots. Overall there’s better integration of drivetrain components, and OEMs are making it easier for engines, transmissions and even cruise control systems to chat among themselves. All of this is transparent to the driver other than obvious improvements in performance and fuel efficiency.

28 November 2016 | EquipmentWorld.com

Freightliner’s 114SD vocational truck platform is available with the Detroit DD13 diesel engine featuring Detroit Connect Virtual Technician onboard diagnostics.

Peterbilt offers the Bendix Wingman Fusion advanced driver safety system on its 579 and 567 (shown) models. Features of the system include lane departure warning, in-lane object recognition and enhanced collision mitigation. The latter is an awareness of potentially dangerous situations using input from multiple sensors.

EPA issues Phase 2 of greenhouse gases rule

I

n August, the Environmental Protection Agency (EPA) and the National Traffic Safety Administration (NHTSA) issued final Phase 2 new emissions and fuel economy standards for medium- and heavy-duty vehicles, (with 8,500 pounds of gross vehicle weight or more.) Phase 2 of the greenhouse gas (GHG) and fuel efficiency standards will go into effect after model year (MY) 2018, but will not be fully implemented until model year MY 2027.

The primary GHGs of concern from transportation sources are carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O) and hydrofluorocarbons (HFC). Primary emphasis is on CO2 and fuel consumption. EPA has fact sheets for Phase 1 (through MY 2018) and Phase 2 (MY 2019-2027) standards. Information in this article covers OEMs’ efforts to meet the 2017 regulations, known as GHG17.

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machine matters

| continued

International describes their Class 8 HX Series as “premium vocational” trucks. The HX515 and HX615 are available with Navistar N13 engines; the HX520 (shown) and HX620 come with Cummins ISX15 engines.

Electronics Communication between drivetrain components is all done electronically, and the architecture for these data pathways continues to improve in capacity and reliability. But the biggest change in electronics is the number and type of sensors involved. Sensors detect throttle and braking inputs, among other things, while video and radar units monitor conditions external to the truck. These systems provide such safety features as lane departure warning and lane object alerts, and can initiate appropri-

Kenworth offers the short hood T880 with an Allison 4700RDS fully automatic transmission. The 4700RDS has a lower first gear and optional “deep reverse” to improve maneuverability on steep grades and in tight settings.

ate actions, such as emergency braking, when necessary.

Adaptive cruise control is used to maintain a following distance behind the vehicle in front of the truck, and places a cap on road speed. Both the following distance and the maximum speed can be set by the driver. Current adaptive cruise control can use data from global navigation satellites to anticipate changes in grade, curves and other road features, in addition to the benefits offered by older designs.

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2016 | EquipmentWorld.com 30 November 1133173_A186_ROT_OldVNew_EQUIPworld_14_75x4_5.indd

1

Aerodynamics For line haul operations, improvements to aerodynamics offer appreciable gains in fuel efficiency. For vocational trucks and for semi tractors pulling flatbed trailers laden with construction equipment, the gains are negligible. Even so, truck manufacturers, body builders and upfitters continue to seek ways to make construction trucks move more easily through the air. These design changes have low or no impact on initial investment or ongoing costs of owning and operating, so any gains in fuel efficiency, however small, are net positive.

Sources • Kevin Koester, medium-duty truck and Super Duty fleet manager, Ford • Roy Horton, director of product strategy, Mack Trucks • Charles Cook, marketing manager for vocational products, Peterbilt • Wade Long, director of product marketing, Volvo Trucks

Ford F650 and F750 trucks have gross vehicle weight ratings from 26,000 to 37,000 pounds. Engine options are the 6.8 liter V10 gas with 320 horsepower and 460 pound-feet of torque, or the 6.7 liter PowerStroke diesel with up to 330 horsepower and 725 pound-feet of torque. A TorqShift HD 6-speed automatic with double overdrive is standard with all engines.

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KEEPING FUEL CLEAN: maintenance

| by Elliot Stanton

In the era of modern engines, spending extra time and money on fuel filtration is a wise move.

Diesel leaves the refinery clean and gets dirtier every step along the way to your equipment.

O

ur location in the Eagle Ford oil fields of Texas contains a stateof-the-art fueling station to keep trucks, tractors and support equipment fueled up and ready to go on a moment’s notice. As the onsite equipment manager, I also inherited the title of fuel manager and have been tasked with all of the responsibilities that go along with that title.

I’ve encountered fuel related issues on many occasions and seen firsthand the costs associated with fixing them as both an equipment manager and in a previous job at a dealer. I’ve also been a part of many fuel related discussions, and have come to realize that most companies have little information when it comes to fuel storage and filtration. After yet one

more expensive fuel system repair, I decided there had to be a better way to manage these expenses, and took to researching fuel filtration.

New engines and fuel issues Ask any contractor, and they’re all aware of the EPA tier emission regulations that have been enacted over the past 10 years. We all understand the intention of these regulations, and many contractors understand the general methods used to reach those goals, but most don’t fully understand the impacts that these regulations forced on engine design, which in turn have affected how engines function.

Today’s diesel engines are dramatically different than their predeces-

sors even from just a few years back.

In many cases, however, the way we treat them hasn’t fully caught up to those changes. What does fuel filtration have to do with emissions?

Quite a bit, actually.

To better understand that, we first need to look at what has changed in today’s engines. One of the major sources of emission reduction is obtained by establishing a more complete burn of the diesel fuel inside the combustion chamber.

Ten years ago, most diesel engines used injection pumps that ran at roughly 3,000 psi. In today’s motors, those pressures can reach as high as 36,000 psi or more, a significant increase. Additionally, the sizes of injector orifices have been reduced.

EquipmentWorld.com | November 2016 33

maintenance

| continued

Putting this high-pressure fuel through smaller injector orifices creates a finer atomization of fuel inside the cylinder, and creates a more complete burn.

The downside of this design is that this high pressure turns small particulate matter into destructive projectiles inside your fuel system.

These particles blast their way through your pumps, your connectors and fittings, and finally, your injectors. As with all aspects of these new emissions compliant engines, the prices of these components have seen major cost increases as well. It’s not uncommon for injectors to run $1,200 to $1,700 each. Fuel pumps can run thousands of dollars, and due to their complexity, are harder than ever to rebuild.

Water’s destructive impact In addition to managing particulates in the fuel supply, we also have to be much more aware of water intermixed in diesel.

In our older Tier 1 engines, water could be a nuisance. In today’s high-tech engines, it can destroy entire fuel systems in just a few short minutes. Unlike diesel, water isn’t easily compressed and damages injectors and high pressure pumps. What’s more, some of the components in modern fuel systems are made from high-tech alloys that oxidize from exposure to water, creating additional particulates in your fuel system. But, the most frequent danger is that water in the fuel will blow out the tips of your injectors. And even on a fourcylinder backhoe or skid steer, you could be talking $4,000 or more on injectors alone.

Reducing or eliminating failures caused by contaminated fuel can create substantial savings in parts and service. Reduced downtime is another major source of savings that comes with properly filtering fuel.

These two areas alone justify substantial investment in fuel filtration.

34 November 2016 | EquipmentWorld.com

The dirt on the outside of your machines may cause premature clogging of emissions filters.

Cleaner fuel for reduced emissions The other main area of savings for diesel filtration is in the emissions themselves. In removing the particulate from our fuel pre-burn, we eliminate those particles from the exhaust. Every contaminant that enters the combustion chamber of your engine is leaving through the exhaust, or worse yet, bouncing around in your engine. Anyone running a diesel particulate filter (DPF) understands the costs associated in having those filters cleaned or replaced. Compared to DPFs, fuel filtration is inexpensive, and by reducing build up in the filter, you also reduce regeneration intervals and save the diesel required to do a burn off of the DPF. We’ve seen costs of cleaning these DPF’s run $800 to several thousand dollars per occurrence, in addition to the down time loss.

Our experience shows that these cleaned DPF’s have a reduced second life, but with DPF and diesel oxidation catalyst (DOC) filters running $4,000 or more new, we continue to analyze costs of replacement versus renewal via cleaning. Either way, we’re talking about a major cost of ownership in DPF filters alone.

OEM fuel filtration By in large, engine and equipment manufacturers have upgraded their filtration systems. So the argument that engines already have fuel filters is valid, but not all fuel filtration systems are equal, nor are they infallible. Some filters only go down to 10 microns, whereas others can go as low as 2 microns. The differences in those particulate sizes are substantial when talking about today’s low-tolerance engine designs.

As part of my research into finding clean diesel solutions, I talked with Dan Cummings, the owner of Tech-Smart in Reno, Nevada. Dan was raised on diesel and became a certified mechanic, working on heavy equipment in large mines and quarries across the western United States. (Dan’s been an excellent resource for technical knowledge throughout my project, and I owe a lot of this article to Dan.) Dan was able to show me several options on the market that we could use to clean up fuel-related issues in our fleet. Seeing a demand for improved filtration, the market has responded with some excellent solutions. When talking to other equipment managers, the general belief is that filtration is a massive

“IT’S EQUIVALENT TO, IF NOT BETTER THAN, THE OTHER ONES ON THE MARKET.”

Randy Kersten, owner – Kersten Construction, Inc. Omaha, NE

Scan the code or go online to see why Randy runs Doosan.

DoosanEquipment.com/Randy1 1.877.745.7814 Doosan and the Doosan logo are registered trademarks of Doosan Corp. in the United States and various other countries around the world. ©2016 Doosan Infracore Construction Equipment America. All rights reserved. | 169

maintenance

| continued

expenditure that will be hard to justify. But, there are plenty of great options out there for all sizes of operations and budgets, as well as fueling sources.

For example, with our heavy equipment fleet, 99 percent of our fuel is coming from either one of our locations or a temporary onsite fuel station. In that case, the cheapest and easiest solution is to put high level filtration on the supply sites and use OEM on-board fuel filters as the final protection only.

Our four bulk fueling hubs across the continental United States are filled directly from the manufacturer. The only filtration at these locations is on the exit end of the tank.

Each fuel bay has two pumps with inline filtration prior to the standard filters at each pump. The fuel pumps are equipped with standard filters directly at each pump. From there, the fuel goes directly into a truck, or is stored for later use in a fuel tank. Tanks are equipped with

filters and are changed out with each service every 5,000 miles.

Fuel trucks delivering fuel to jobs and machines have filters changed out as part of a standard maintenance plan.

One of my favorite bulk filters are those made by Waterguard filters.

These are not the cheapest filters on the market, but in my opinion, they yield the highest results. Waterguard filters have a revolutionary bushing system that allows for one filter to fit all your applications reducing inventory. I recommended buying them in bulk, as there is substantial savings in doing so.

Don’t get complacent One of the biggest pieces of advice I can offer when working with filtration is to not be complacent. Like myself, many of you have other hats to wear, and just because the filter is screwed on tight doesn’t mean you can forget about it. Setting a schedule for filter replace-

ment is important, but that’s not the only thing. Periodically testing for water in fuel before and after new loads allows you to stay on top of quality.

A general rule of thumb is to never fuel up during (or within 20 minutes after) an above ground tank fill up. This is not the most ideal time, as the fuel in the tank is stirred up and a lot of stress is put on the filtration system. Remember, you want to filter out as much particulate as possible so you don’t put the stress on your DPF filter to do it later.

I should point out that even with small micron filtration at the pump, it is still critical that preventive actions are taken on the machines as well, such as filling up a tank at the end of the day to reduce water condensation. By leaving tanks empty overnight, you’re collecting water through condensation in your tanks, negating your filtration efforts at the distribution center.

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maintenance

| continued

Fuel management doesn’t end until the fuel has been burned in the combustion chamber.

In other applications, the investment in supplemental onboard filtration is also worthwhile, due to random fueling locations and use of outside fuel sources with unknown filtration and fuel management. In our operation, haul trucks need onboard filtration due to the high amount of off-site fuel consumption. Not all fuel is equal, so we must manage fill ups with the help of inline filtration. For this, we have found that Wix filters work best and they are accessible at any auto parts store. Should a driver run into some bad fuel, they can easily remove and replace the inline fuel filter before it damages the onboard OEM filter and leaves him stranded.

investments in filtration that, frankly, were not economical even four or five years ago. The industry is seeing these increased costs of operation, but most are not actively looking for solutions or fixes.

The hope is that engine and equipment manufacturers will step up to the plate, but due to the massive time and financial costs of developing these new environmentally friendly engines, most are cash and time constrained. They’re also caught in a market that is increasingly reliant on parts and service revenues to offset lower margins on new equip-

Conclusion The costs of these modern engines and their components, as well as their downtime costs, are justifying

ment sales, and also trying to offset government-mandated engine development costs. Because of that, I do not expect any major improvements, and believe that progressive owner operators will be best served to make their own investments in research and aftermarket filtration solutions.

Fuel filtration and management has never been more demanding, nor have the potential costs and savings been so high. Today’s equipment managers need to take a proactive role in implementing fuel filtration and management programs.

Your bottom line depends on it.

Elliott Stanton, CEM, serves as an equipment technical specialist at Strike LLC, in Dilley Texas. Strike is the largest privately held pipeline company in North America and provides turnkey energy services to all sectors of the oil, gas, utility and power industries. Prior to his three years at Strike, Stanton served as the branch manager for Doggett Heavy Machinery Services, a John Deere equipment distributor on the Texas Gulf Coast.

You can reach him at: Elliott.Stanton@strikeusa.com.

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product report

| by Tom Jackson |

TJackson@randallreilly.com

LiuGong steps up its game with new Tier 4 Final H-series wheel loaders

LiuGong incorporated black accents into its H-series wheel loaders to distinguish them from the previous generation of Tier 3 models.

I

f “low spec” is the first thing that pops into your Emissions driven mind when you hear about a Chinese machine, The decision to use Cummins or Perkins engines was LiuGong would like you to take a second look. driven by the emissions regulations on engines in this With the introduction of its new Tier 4 Final wheel horsepower class. All these engines use diesel oxidaloaders, the Chinese equipment manufacturer is tion catalysts and selective catalytic reduction systems bringing North American and that require diesel exhaust fluid.

European customers six of its The largest model, the 890, also most technologically sophisticated includes a diesel particulate filter. machines.

The 835H and 840H models Designated as the H-Series, the receive the Perkins 1204F engine.

Z-bar configured wheel loaders The 848H and 856H loaders get range in size from 3 to 9 tons and the Cummins QSB 6.7. The 877H include standard features such as: is powered by the Cummins QSL • Cummins or Perkins engines 9, and the 890H gets the Cummins • Rexroth piston pump QSG 12.

• Load-sensing, variable flow steering hydraulics Load sensing hydraulics • ZF drivetrains Perhaps the biggest change in • Quick-coupler, third valve hydrauterms of performance is the switch lics (for the four smaller models) to closed-center, load-sensing • Auto-lube hydraulics. In closed-center, load• Ride control sensing systems the hydraulics • Rear-view camera ramp up only on demand and • High back, air ride seat from proportional to demand. Heavy Grammar loads get high pressures and maxiCooling fans pull a lot of horse• Topcon Tierra telematics mum flow. Lighter loads get less power away from an engine. By using • Emergency steering of both. This conserves fuel and hydraulically driven, on-demand fans, • Hydraulically actuated, on-demand pump life and helps the machine LiuGong was able to conserve fuel and cooling fan operate smoother. apply more power to the work at hand.

EquipmentWorld.com | November 2016 39

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product report

| continued

The third valve hydraulics on the new loaders are designed to activate a quick-coupler system.

Since the 7- and 9-ton loaders are used primarily for production work and rarely change buckets, they did not get the third valve hydraulics.

Sound levels inside the H-Series cabs were also reduced due to European regulations, but benefit American customers as well. The 856 size machine, for example, went from 76 decibels to 73.

Proven drivetrain LiuGong chose to continue using the ZF mechanical drivetrain it had on its older Tier 3 loaders. A hydrostatic transmission was considered, and prototypes built, but the final decision was to stick with the ZF mechanical system.

“Because we were changing so many things on this machine, we decided the one thing we wouldn’t change was the drivetrain,” Chang says. “We knew the ZF was a proven product and when it came down to a choice between improving the hydraulics or the drivetrain, we chose the hydraulics.”

Autolube systems come standard on all the H-Series and enable the operator to spend more time working and less time greasing.

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EquipmentWorld.com | November 2016 41

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product report

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E-Series excavators get Cummins engines, new cabs

W

ith the addition of Cummins Tier 4 Final engines, LiuGong has also launched an update to its E-Series excavators. The new emissions-compliant machines include the 915E, 922E, 925E, 930E and 936E. At 30 metric tons, the 930E represents a new size class for LiuGong.

The new excavators also feature quick couplers and auxiliary hydraulics with one or two pump flows.

“Excavators are no longer just for digging dirt,” says Michael Watt, excavator product manager. “Customers want to be able to do demolition and put grapples and hammers on them.”

The booms on the new models were beefed up to reduce flexing and increase longevity. Extra steel was also added under the slew bearing to improve durability and reduce the need for extra counterweight bulk, according to Watt. He adds that LiuGong excavators also have some of the longest roller frames in the industry, which helps with stability.

LiuGong redesigned the cabs, making them ROPS certified and increasing the glass and visibility by 7 percent. The cabs also sport a new, multi-function monitor and extra legroom. A rear-view camera comes on whenever the excavator is traveling and can be manually activated anytime the operator wants.

An auto-idle speed function and Intelligent Power Control help conserve fuel. Operators can choose either ISO- or SAE-style control patterns by turning a valve in the engine compartment. Access to the fuse boxes, relays and cabin air filter are located on the outside of the machine for easy access and to keep the inside of the cab cleaner during service work.

Telematics for the new Tier 4 Final excavators is provided by Topcon’s Tierra system.

The Tier 4 Final E-Series excavators from LiuGong have auxiliary hydraulics, a ROPS certified cab, a backup/travel camera, beefed up structures and longer undercarriages.

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technology

| by Marcia Gruver Doyle |

MGruver@randallreilly.com

VOLVO CE UNVEILS ITS FUTURE: Concept machines reveal bets on automation, electrification

The LX1 hybrid loader prototype paired with the HX1 load carrier are two key machines in Volvo’s Electric Site quarry research project.

V

olvo Construction Equipment drew the curtain back on a number of possible future products during its Xploration Forum in Eskilstuna, Sweden. The event, showcasing what could be called pre-prototypes, served to underline where Volvo is headed technologically. “We’re sharing these things because it’s real, it’s not a fantasy,” says Martin Weissburg, Volvo CE president. “We can’t tell you when these products are coming, but we can tell you that we have customers today that want them.”

Volvo CE is laying its technology bets – at least right at this moment – on autonomous vehicles and electrification. “Our challenge,” says Weissburg, “is what we’re calling the triple zero goals: zero unplanned stops, zero emissions and zero accidents.” In addition, the company is

aiming at ten times higher efficiency through technology.

The experimental concept vehicles unveiled – some sporting retrofits on current machines, others in a “green iron” stage – included: • The LX1 hybrid wheel loader, which Volvo says can deliver up to a 50 percent improvement in fuel efficiency over current models.

• The HX1 autonomous, batteryelectric “load carrier,” specifically designed for Volvo’s Electric Site quarry research project.

• An autonomous wheel loader and articulated hauler.

LX1 hybrid Customers have long asked Volvo for a hybrid wheel loader, acknowledged Scott Young, program manager for electromobility. These

customers include environmental services giant Waste Management, which has a fleet of more than 2,000 Volvo machines.

“For years, Volvo’s competitors kept telling me they had a hybrid machine, and I kept asking Volvo when they would come out with theirs,” says John Meese, senior director of heavy equipment at Waste Management.

Now Waste Management is participating in field studies of the LX1 at two facilities in California, where it will go head to head with conventional loaders in fuel efficiency and emissions reduction tests.

The LX1 driveline has no axles; instead electric drive motors are mounted at each wheel. The machine also has electric hydraulics, an energy storage system, a much smaller engine than a comparable EquipmentWorld.com | November 2016 45

technology |

continued Volvo’s autonomous artic and wheel loader duo, still in early stage prototype, has been tested at an asphalt plant in Sweden.

conventional machine and a sloped machine architecture that Meese is especially interested in. “The visibility has been increased so much, you can see anyone who’s close to the machine,” he says. “That’s a great feature, particularly in some of our tight areas.”

Volvo says the L120-size LX1 is “fundamentally a new machine,” with 98 percent new parts, and capable of doing the work of a L150-size wheel loader.

Autonomous machines Volvo has also targeted autonomous machines, and presented two retrofitted units at the forum: an A25F artic and a L120E loader. Pitting the autonomous loader against a conventional manned machine in a repetitive one-hour load-and-dump comparison, Volvo says it found that the autonomous machine “could reach the equivalent of 70 percent of that of a skilled operator’s productivity levels when loading and unloading.”

HX1 In researching how to create a quarry site that relies primarily on electric power, Volvo took a hard look at how aggregate is moved in today’s quarries. It was particularly interested in what it says is an inherent vulnerability in relying on large haul trucks to carry these loads: When one of these large haulers goes down, the entire operation suffers.

As an alternative, Volvo is proposing the HX1, an autonomous, battery-electric load carrier. As conceived, a fleet of these smaller unmanned carriers will be able to move the same amount of aggregate as one large haul truck, and if one carrier goes down, it will be a substantially smaller hit to a quarry’s production.

The use of a smaller engine on the LX1 hybrid loader creates increased visibility from the cab.

46 November 2016 | EquipmentWorld.com

Programmed to work together while carrying out a specific set of actions on a predefined route, the automated duo isn’t ready for market yet, although early field tests have been conducted at an asphalt plant in Sweden. “It’s still early days for this technology,” says Jenny Elfsberg,

director of emerging technologies, “and we’re working on developing solutions that have the required safety and performance levels that the market will accept.”

One research hurdle: getting the machines to communicate with each other and with a central control point. “That’s crucial when it comes to avoiding collisions and facilitating the efficient flow of equipment,” she says.

Where to now?

Despite all the heavy iron evidence present at the event, Weissburg says the biggest shift in Volvo CE’s technology approach is the early involvement of customers in concept machines. “Without a full knowledge of machine applications, we’re innovating in the dark,” he says, adding: “This won’t be accomplished by Volvo alone, but by a full ecosystem of customers, academia and government agencies.”

At the center of Volvo CE’s technological approach, is what the company is calling the Volvo Concept Lab. “This will be a place where we can ask questions, an area to play and communicate,” says Dave Ross, vice president of advanced engineering and verification. “It gives agility to a big organization. The green machines are not for sale, but for learning.”

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technology |

continued

SmartCap makes fatigue monitoring wearable, connected to a smartphone T

he signs are unmistakable: the head bob, the eyes that have trouble remaining open, a blank stare.

These are all symptoms of “microsleeps,” or brief episodes of fatigue-based loss of attention. While these may be common when you’re parked on your couch in front of the TV at night, they can be deadly if they occur when you’re operating equipment or driving a truck.

Devices designed to detect and alert a bleary-eyed operator when he or she is unable to resist sleep are growing. Cat’s Smartband fatigue monitoring system, for example, uses a Fitbit-like device that, combined with dash cameras, can tell if a worker is suffering from a lack of sleep.

At MINExpo, SmartCap unveiled its latest entry in the fatigue-awareness technology race: a wearable band connected to a smart phone app. Instead of using in-cab cameras that alert drivers and operators when physiological symptoms are observed, the Australian company instead uses EEG (electroencephalography, or mapping brain waves) to monitor fatigue. “We’re not talking about detecting microsleeps…we’re in the

The Life Band fits into any headwear, and goes wherever the wearer goes.

business of eliminating them,” declares Dush Wimal, company CEO, in an interview on the show floor.

“Physiological signs are a lagging indicator. We can intervene early, and stop you from having a microsleep altogether.”

SmartCap’s technology is completely wearable:

Email: info@mobilebarriers.com

www.mobilebarriers.com 48 November 2016 | EquipmentWorld.com

®

whatever a worker uses for head gear – be it hard hat, ball cap, cowboy hat, head band, etc. – the technology fits into the headwear and goes with the employee.

Instead of the monitoring device being imbedded in a machine, it’s on the worker, no matter where he goes or what he operates.

The SmartCap setup is simple: a sensor-equipped Life Band, which determines alertness levels, is inserted into the user’s head wear. The user then downloads the company’s Life App, which is available at the Apple Store and on Google Play.

Using the Bluetooth-connected app, users can get real-time voice-and-vibration alerts on impending microsleeps, track their alertness levels on a timeline, and even get a warning if the head wear is fitted incorrectly. The five sensors on the rechargeable Life Band are easily replaced, and it’s impervious to sweat and washable.

Wimal sees behavioral modification as one potential upside to this product, since the app helps the employee understand his or her own alertness data. “It can be worn anywhere,” he says, “so you can monitor your alertness when you’re driving home, for example. For us, this is about saving lives, and that’s not just a matter of when someone is working.”

SimilarVMAC to EquipWorld_OCT how a running tracks4:10:30 your PRINT.pdfapp 1 9/12/2016 PM distance and pace, the Life App will chart your fatigue patterns.

“If you are truly looking for data to help you change behavior, you need to understand the total person, and not just when they’re in the machine,” Wimal says. “Let’s say you’re normally alert in the morning, but one morning you’re not, and you realize that you were up late watching the game last night and had an extra beer. Then, you can consider whether or not you should be doing that.”

Aware of privacy concerns, Wimal says that the data coming off the Life Band is coded with an ID number, instead of a name. And there’s no need for an in-cab camera, which addresses another privacy issue. “We’re not taking pictures,” Wimal says.

SmartCap was developed within CRCMining, a cooperative research center established by the Australian government and supported by four universities and 13 industry partners, including equipment manufacturers and mining companies. Since its start in 2008, SmartCap has undergone successful field trials in surface mining operations that monitored operators of haul trucks, excavators, dozers, graders and water trucks.

The app-connected Life Band is the latest iteration of this technology. Wimal says the cost is typically around $2 per person per day for mining applications, and about $1 per person per day for trucking operations, depending on the number of users and level of contracted service.

C

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safety watch

| by Tom Jackson |

TJackson@randallreilly.com

Illustration by Don Lomax

Night blindness

T

he victim was just 21 years old. He had been on the job as a general laborer for three months. His primary job was to drive a van to transport workers who didn’t have driver’s licenses to the jobsite.

However, occasionally, he worked as a flagger or laborer.

The night of the accident, the company was engaged in an asphalt paving job on a state highway.

The crew had just finished paving a section of the highway and the laborers were walking to the next starting point, but the victim kept to himself near the just-finished section. Supervisors told investigators that the victim hadn’t been assigned any specific task, raising the possibility that he was just milling around.

Subcontracted dump truck drivers had been instructed to circle around the pavers to avoid backing long distances. This advice was ignored by the driver of the truck that hit the victim. The truck backed up almost 150 yards. The paving machines were equipped with floodlights, but other than those and the working lights on the trucks, no additional illumination was present at the site. The truck in question had a function backup alarm, and the victim was wearing a high visibility vest and hard hat light.

Evidence suggests the victim had his back to the truck when he was hit. The truck was moving in reverse and the driver was watching his driver’s side rearview mirrors. The driver felt a bump and saw something emerge from under the front of the truck.

A DOT inspector saw the victim prone on the roadDate of safety talk: Attending:

Leader:

way and signaled the driver to stop. The victim was pronounced dead at the scene.

The company had a written safety plan and conducted regular toolbox talks. But it did not have any site specific plan, nor did it provide a safety program for subcontractors.

How incidents like this can be prevented: • Provide light towers or supplemental illumination for night time jobs.

• Establish a buddy system and instruct laborers not to wander around on the jobsite by themselves.

• Create a site-specific safety and traffic management plan for each different job and communicate this to all crew members, DOT officials, and subcontractors.

• Structure your jobs so that trucks spend a minimal amount of time backing up.

• Use spotters in clear line of sight to the drivers and operators when backing trucks or equipment.

• Install rear-view cameras or rear-view object detection systems on trucks and equipment.

• Establish safe areas for the machines and trucks to wait until all the hand work is done and the laborers are accounted for.

For more information about this accident visit: http://www.cdc.gov/niosh/face/In-house/full200603. html Sponsored by _____________________ EquipmentWorld.com | November 2016 53

alerta de seguridad

| por Tom Jackson |

TJackson@randallreilly.com

Illustration por Don Lomax

Ceguera nocturna

L

a víctima tenía apenas 21 años. Tenía tres meses en el trabajo como jornalero de tareas en general.

Su trabajo principal era manejar la furgoneta para transportar a los trabajadores que no tenían licencias de conducir hacia el área de trabajo. Ocasionalmente trabajaba como señalador o como obrero.

La noche del accidente la compañía trabajaba en el asfaltado en una carretera estatal. La cuadrilla acababa de pavimentar una sección de la carretera y los trabajadores caminaban hacia el comienzo del siguiente tramo, pero la víctima se mantuvo cerca de la sección recién terminada. Los supervisores dijeron a los investigadores que la víctima no tenía asignada una tarea específica, aumentando la posibilidad de que estuviera simplemente rondando el área.

Los conductores de los camiones volquete subcontratados habían recibido instrucciones de rodear las máquinas de pavimento para evitar retroceder largas distancias. Este consejo fue ignorado por el conductor del camión que atropelló a la víctima. El camión retrocedió 150 yardas (138 metros aprox.).

Las máquinas de pavimentar estaban equipadas con reflectores pero fuera de las luces de operación de los camiones, no había otra iluminación presente en el área. El camión en cuestión tenía una alarma de retroceso y la víctima estaba usando un chaleco de alta visibilidad y un casco con luz.

La evidencia sugiere que la víctima estaba de espaldas al camión cuando fue atropellada. El camión estaba yendo en reversa y el conductor estaba mirando sus espejos retrovisores del lado del conductor.

El conductor sintió un bulto y vio que algo aparecía por debajo de la parte frontal del camión. Un inspector del DOT vio a la víctima tirada en la ruta e hizo

Fecha de la charla de seguridad: Asistentes: 54 November 2016 | EquipmentWorld.com

Líder:

señas al conductor para que se detenga. La víctima fue declarada muerta en la escena.

La compañía tenía un plan de seguridad por escrito y realizaba charlas informativas de manera regular. Pero no tenía ningún plan específico para el lugar ni ofrecía un programa de seguridad para subcontratistas.

¿Cómo se pudo haber prevenido lo ocurrido?

• Coloque torres de luz o iluminación suplementaria para trabajos nocturnos.

• Establezca un sistema de ayuda entre compañeros e instruya a los trabajadores para que no ronden el área de trabajo por su cuenta.

• Cree un plan de seguridad y control de tráfico específico para el área de labores por cada trabajo y comuníqueselos a todos los miembros de la cuadrilla, funcionarios del DOT y subcontratistas.

• Organice sus trabajos de tal modo que los camiones pasen la mínima cantidad de tiempo retrocediendo.

• Use vigilantes en una línea clara de visión de los conductores y operadores cuando retrocedan camiones o equipos.

• Instale cámaras retrovisoras o sistemas retrovisores de detección de objetos en los camiones y equipos.

• Establezca áreas seguras para que las máquinas y los camiones esperen hasta que todas las labores manuales hayan terminado y se sepa dónde están todos los trabajadores.

Para más información acerca de este accidente visite: http://www.cdc.gov/niosh/face/In-house/ full200603.html Sponsored by

Looking for safety resources? ..............................................

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..............................................

Each Safety Watch features an actual construction accident, and outlines ways to prevent similar accidents from occurring on your jobsite.

AVAILABLE IN ENGLISH and SPANISH

Visit equipmentworld.com/safetywatch

road science

| by Chris Hill |

ChrisHill@randallreilly.com

MOTOR GRADER

CONTROL: Updates help operators fine tune work in roadbuilding applications

P

avers and compaction equipment get most of the attention in roadbuilding – they give us the primary beauty of a finished pavement. But, as is often pointed out when we discuss top-notch road construction, the performance of a road is dependent on the quality of the base.

With that in mind, it’s easy to see that motor graders are a bit of the unsung hero of quality pavements – they provide much of the accuracy when it comes to the grade and slope upon which the rest of a roadway is constructed.

While motor graders are viewed as singular in purpose, their functionality is far more diverse, as they are one of the more complex machines to operate. And operation enhancements are where much of the manufacturer’s focus has been of late.

56 November 2016 | EquipmentWorld.com

Operator challenges The general construction labor shortage, and the difficulty of finding and keeping experienced operators, is a top problem for contractors. While nothing will replace an experienced operator, manufacturers have been working to advance the capabilities of motor graders to make operation easier, which would benefit less experienced crews.

“It’s well known there is a lot of turnover in motor grader operators,” says Luke Kurth, John Deere product marketing manager for motor graders. That factor often leaves a contractor with a skills drain in his crews.

And even if an operator is adequate, he or she could be missing out on features that can step up their performance.

“You get a guy that hops in the seat that can run and cut grade, but maybe he doesn’t understand how to run the

Motor grader operating tips Visualize what you want to achieve.

If blade (moldboard) is set up properly, only minor adjustments will be necessary.

The grader is designed to do this work.

Know the controls so you can take advantage of its capabilities. Experiment with controls in areas where possible to do so.

Control speed, as going too fast will cause chattering (hopping), which leaves washboards.

If you feel chattering, immediately change angle for a few feet so that the blade can correct.

Try to minimize hollowed out blades.

Hollowed out blades make cutting, and especially laying out, much more difficult.

Try to keep equal lengths of blade, regardless of length, outside the tires.

This allows more equal distribution and prevents obstacles for passing motorists.

Using blade pitch (roll) makes feathering up to a bridge or pavement or ending a spreading pass, much easier than trying to lift both ends of the blade and steer at the same time.

Raising or lowering one end of the blade has a slight opposite effect on the other end.

Shifting the table to the outside will lower the outside edge and raise the inside edge. Sometimes this can be useful and only requires moving one lever.

Vermont Agency of Transportation Local Technical Assistance Program

extra features that are on the machine,” Kurth adds.

Kurth explains that, in that sense, many of the capabilities of the machine, for which manufacturers have worked diligently to advance, are wasted. Six-wheel drive, he says, is a good example.

“Six wheel drive is going to give you a third more power to the front of the machine,” he says. “It’s going to pull way more of the blade on the tandem machine.

You’d be surprised how many operators get in a motor grader and don’t know to throw on that switch.”

Teaching operators that simple step, he adds, will give them a major boost in performance.

Machine control Machine control, however, will probably help an inexperienced operator most in producing better grading results.

“One of the biggest steps a contractor can take to improve motor grader performance is through machine control,” says John Bauer, brand marketing manager for Case Construction Equipment. “Machine control continues to evolve and offer new ways for contractors to operate more efficiently, and it helps contractors plan for the right materials and the right equipment to do the job.”

Bauer says machine control also offers specific benefits to motor grader operators by cutting down on rework, because it gives them the ability to reach a final grade in fewer passes. This also minimizes maintenance and wear and tear, increases productivity and accuracy, improves planning, simplifys training and reduces the cost and effort associated with re-staking jobsites.

Caterpillar’s Wade Porter, market professional for EquipmentWorld.com | November 2016 57

road science

| continued

motor graders, says Cat Grade with Cross Slope is a machine control system specifically aimed at assisting road construction.

“This system is the 2D building block to the more sophisticated 2D and 3D systems that road builders are using every day,” he says. “It is used in conjunction with these systems, to provide reference points and slope readings necessary for the more complex 2D and 3D to work properly.”

He adds that if these 2D and 3D systems go down, Cat Grade with Cross Slope can serve as a backup to provide slope control until the other systems resume working. It automatically controls one side of the blade, which cuts in half the manual work from the operator.

“Experienced operators can maintain peak efficiency levels throughout more of the work day, while less experienced operators can be more productive faster,” Porter says.

One corner of the moldboard is

controlled automatically, while the opposite corner is managed by the operator. Porter explains that this helps reach target slope automatically during operation, which increases the accuracy and consistency of the bladed surface.

Cross Slope can also facilitate one-handed operation, depending on which blade corner is in automatic mode.

“Grade control has absolutely taken over the industry for some years now,” says Deere’s Kurth.

“Our Grade Pro machines are open architecture, so you can put a Topcon, Trimble or Leica system on them. We have factory-ready kits with all the brackets, the harness, everything you need ready to go.

This is where the industry will continue to grow in the future.”

“New technology can sometimes have a bit of an intimidation factor, especially when there are costs involved,” says Bauer. “Manufacturers recognized this and are making it

Deere’s Grade Pro motor graders are open achitecture, allowing any grade control system to be installed.

58 November 2016 | EquipmentWorld.com

easier for contractors to implement these technologies, and its only going to get more intuitive.”

Physical control Last year, Caterpillar launched a technology suite that included Cat Grade and Cross Slope, but the system also added a couple more physical control measures aimed at road building.

“Advanced Control Joysticks were specifically designed for customers that use blade control technology, which is prevalent on almost every road building jobsite in the country,” says Porter. “Operators specifically asked us to integrate the automated blade control functions into the joystick, so they didn’t have to take their hands off the primary machine and blade controls, in order to operate the automatic controls.”

Stable Blade is another feature Caterpillar added to help with machine bounce, which can be caused

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road science

| continued

by material or underfoot conditions, but also by operator inexperience.

“Softer underfoot conditions, such as spreading AB materials, millings, etc., are prime examples of where a bounce situation can occur,” Porter explains. “Stable Blade can sense the harmony that causes bounce, well before the operator can feel it, so it works quickly and efficiently to help control the situation, stabilize the operation and improve the graded surface quality.”

Caterpillar also added Auto Articulation to be used for tight turnaround situations or maneuvering around an obstacle. “Road building jobsites are full of obstacles and tight areas, where this feature will make an operator’s life much easier and more comfortable,” Porter adds. “It reduces control interface complexity, allowing operators to concentrate on the task at hand, which is moving material efficiently and accurately.”

Case also has focused on articulation capabilities with its

Cat Grade with cross slope provides reference points and slope readings for 2D and 3D paving systems.

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B-Series motor graders. “They offer a tight 23-foot, 9-inch turning radius for quick and accurate machine positioning,” Bauer says.

“With front articulation, the operator maintains the center position while the gooseneck is articulated, allowing for greater visibility to the moldboard, circle, saddle and tires during operation.”

Power updates Kurth says, in his experience, what motor grader owners and operators really want out of machines is more power, a feature Deere has been working to update.

“When you talk to guys in the United States and Canada, it’s all about power – power to weight, getting that power to the ground,” he says. “Motor graders have grown 30 to 40 percent in power over the past 10 to 12 years. Customers just want a bigger, faster, stronger machine.”

Deere has been focusing on power improvements this year, with

the company increasing the power and torque across all their models in March of this year. And Kurth sees that power boost offering specific advantages to municipalities running the equipment beyond roadbuilding applications.

“Let’s take a governmental guy,” he says. “He’s out snowplowing, and he’s pulling a hill and he hits a big drift. One of the things they hate to do is slow down, because if you lose momentum, grab a gear, then you don’t have enough to get through the next drift that’s coming.”

“So the shape of the torque curve, with the power on the top side, is meant to help them blow through those drifts without grabbing a gear, without slowing down. It helps them get up the hill, so they can get more miles of road done in an evening or during a day.”

Feedback, such as incorporating more power and improved controls, are prompting manufacturers to react quickly with design

changes and updates.

“Designing in a vacuum doesn’t do any good,” says Porter. “We must understand the needs of our customers by listening, collecting their voice, and implementing that voice into our product design.

These technologically advanced offerings are examples of years of customer voice data collection, heavy research and development, and a commitment to providing the best solutions to those customers.”

“Our whole focus is on looking at the customer feedback, looking at the things we’re hearing in the field and what the customers are saying and what can we do to make the machines more productive and durable,” says Kurth. “It’s all about that uptime piece – we want them to have a great experience with our machines, and they want to keep them up and running non-stop. So we look at what can we do to make them last longer.”

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Looking for safety resources? ..............................................

Equipment World’s Safety Watch articles are now available for download on our website. Designed for use in training and in toolbox talks, the articles cover a range of important safety topics such as falls, trenching, welding, back-over accidents and more.

..............................................

Each Safety Watch features an actual construction accident, and outlines ways to prevent similar accidents from occurring on your jobsite.

AVAILABLE IN ENGLISH and SPANISH

Visit equipmentworld.com/safetywatch

| by Marcia Gruver Doyle |

quick data

Trenchers

MGruver@randallreilly.com

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

Year-over-year change* NEW:

Auctions

UP 2%

Trencher auction prices, 2011-2016 YTD

*Comparison of number of trenchers financed Sept. 1, 2015 to Aug. 31, 2016, and Sept. 1, 2014 to Aug. 31, 2015.

Source: EDA, edadata.com

$50,000 $47,250

High: Feb. 2012

$45,000

$

$42,250 $40,000

42,812

Current: Sept. 2016

$

$37,250

USED: DOWN 5%

24,061

Top three states for trencher buyers*

$35,000 $32,250 $30,000

2011

2012

2013

2014

2015

235,000

165,000

2

Missouri: 67 buyers

3

Florida: 66 buyers

Top financed new trencher*

Top auction price, paid for 2013 Wolfeman 7000 with 2,084 hours at a Ritchie Bros. sale on March 2 in Fort Worth, Texas.

OTHER $ TOP BID:

Texas: 293 buyers

2016

Trend prices for the top 10 models of trenchers sold at auction, not seasonally adjusted. Source: topbid.com

$

1

Sep.

Apr.

Jan.

Apr.

Jan.

Oct.

Jul.

Apr.

Jan.

Oct.

Jul.

Apr.

Feb.

Oct.

Jan.

$7,250

Jul.

$10,000

Apr.

$12,250

19,626

Oct.

$

Current average auction prices for the top 10 models of trenchers are now $6,211 below the five-year average of $30,352.

$15,000

PRICE

Low: July 2013

Jul.

$17,250

Apr.

$20,000

Average:

30,352

Jan.

$

$22,250

Oct.

$25,000

Jul.

$27,250

2012 Vermeer Commander T655III, 2,040 hours, Ritchie Bros., April 14 in Phoenix, Arizona.

$

2

00 0 , 5 3

AVERAGE

00 $5 , 0

HIGH

Sept. 1, 2015 –Aug. 31, 2016; prices of trenchers 5 years old and newer, U.S. sales only. Only includes bids $5,000 and above. Source: TopBid, topbid.com

LOW

Final bids unit count: 41

New

Trencher new/used sales trends, 2006-2015* 1,600

3

$

Used

1,200

Used low: 2014, 655 units

1,000

Top financed used trencher*

900 800 700 600 500 400

New high: 2006, 1,190 units

Vermeer RTX1250 43 units

New low: 2010, 199 units

300 200

UNITS

2006

2007

2008

2009

2010

2011

*Financed equipment, 2006-2015, number of units sold. Source: EDA, edadata.com

Other top selling new machine: Toro TRX20 42 units

Used high: 2006, 1,373 units

1,400

Ditch Witch RT45 69 units

16 9 , 0

2012

2013

2014

2015

*In terms of number of financed units sold Sept. 1, 2015 – Aug. 31, 2016.

Source: EDA, edadata.com (Note: EDA reports are continually updated.)

EquipmentWorld.com | November 2016 63

CONGRATULATIONS

to the 2016 Contractor of the Year winner and finalists IN

R

E

N

W

Gregory & Dawn Tatro G. W. Tatro Jeffersonville, Vermont

Garry Boyce

David and Eric Covington

Terry Michael Brock

Boyce Excavating Slate Hill, New York

DECCO Contractors-Paving Rogers, Arkansas

Brock’s Grading and Land Clearing Hartsville, South Carolina

Tina Dieudonne

Joseph Porchetta

Dieudonne Enterprises Harahan, Louisiana

GMP Contracting South Plainfield, New Jersey

Jeff Hansen

Jack Bailey

Hansen Bros.

Enterprises Grass Valley, California

JBR Incorporated Fredericksburg, Virginia

Michael Brown B & P Excavating Sedalia, Missouri

Roger, Roger Jr., Kevin and Damon Brown R. Brown Construction Willow Creek, California

Sponsored by:

Alfred Gorick Gorick Construction Binghampton, New York

James MacKay MacKay Construction Services Wilmington, Massachusetts

contractor of the year

| by Marcia Gruver Doyle |

MGruver@randallreilly.com

Early days, hard work set this contractor on path to a $10 million company by the age of 30

W

hen asked to describe how he started in construction, James MacKay laughs. “I got into a little bit a trouble when I was in high school,” he says.

His father, a construction veteran, promptly dropped James off at a friend’s paving job…and that contractor, just as promptly, put him on a jackhammer. But rather than view it as punishment, James now says: “I instantly loved it.”

That introduction set him on his course, and today he oversees a $10 million firm with 60 employees…at the age of 30. And now his father, Tom MacKay, who taught him that lesson about hard work all those years ago, runs his concrete division.

MacKay Construction Services works in Boston and the surrounding suburbs, concentrating on defense construction, colleges and universities, and hospitality jobs, doing concrete, earthmoving, site development…anything his clients want. “I don’t want to turn down work from them,” MacKay says.

“Everyone digs dirt or pours concrete, so my clients have to know I give service, that they can call me anytime; It’s how I separate myself from the pack.” It’s a mindset that

usually has him on the road by 5 a.m.

MacKay realizes that things would be different if he didn’t have a solid base of clients, including Raytheon Integrated Defense Systems and Columbia Construction. “They helped us through the recession,” MacKay says. “We jump through hoops for them.” Another invaluable help: Tom Evangelista with E. J, Paving – the contractor who put him on a jackhammer as ‘punishment’.

“When I told him I was going out on my own, he set me up on some jobs, and connected me with the right people,” he adds.

This attitude resonates with clients. “They are one of our go-to guys; they want to do things the right way,” says Daniel Thompson with Raytheon Integrated Defense Systems. “In fact, one of our project supers told us, ‘any job I’m doing from now forward, I want use these guys for my site and concrete.’”

Tricky jobs “I like the tricky jobs,” MacKay says.

“I want the jobs that no one else wants.” One such job called for underpinning an existing building; a project that had only one other bidder. “You get into the exciting unknown, and it forces you to

James MacKay, MacKay Construction Services City, State: Wilmington, Massachusetts Year Started: 2004 Number of 60 employees: Annual revenue: $10 million Markets served: Concrete and site work in the defense, educational, hospitality and pharmaceutical markets

problem solve,” he comments.

This firm is also enjoying Boston’s booming construction economy right now, but not for the obvious reasons. “It takes my bigger competitors away and opens up things for me that they would normally be bidding on,” MacKay says.

While his company is signatory to several unions, MacKay likes to run composite crews. “I can keep guys busy year round,” he says. Since Boston’s Big Dig project wound down just as he was starting up, he was able to snag quality crew members. “When I hire someone, I hire them for the long term. I want people to know they make a difference to us.”

EquipmentWorld.com | November 2016 65

contractor of the year |

continued

“I like tricky jobs,” MacKay says, such as this underpinning of an existing building in downtown Boston.

“The word I would associate with Jim is ‘value,’” says Peter Martin with Hilti North America. “He recognizes that productivity is one of the key elements to his success, and providing proper equipment training and support to his people is integral in achieving good productivity, especially in a metro market. If you’re not productive there, you’re losing a lot of money.”

Because he attained success at a relatively young age, MacKay makes it a point to lean on the experience 66 November 2016 | EquipmentWorld.com

of others. “You need to surround yourself with people with real life experience,” he says. “You have to have guys who’ve seen it before.”

For example, MacKay hired Chris Pedrick, a construction business veteran, as his office manager four years ago. “Sometimes he has to slap me around a bit,” MacKay says with a laugh. “When he started, I still had checks in my back pocket.

Now, I think our books are the neatest they’ve ever been.”

MacKay says he gets assistance

in the human relations department from his mother, Vicki MacKay, who works in the firm’s office.

“She’s kind of like the defense lawyer for the guys,” he says with a grin. “She has the insight and helps me fix problems. Your customers see what your guys are feeling, so we want them well paid and taken care of, and looking professional.”

Steam clean All MacKay trucks and equipment gets steam cleaned every other Sun-

MacKay crews on a concrete placement job in downtown Boston.

MacKay has three mechanics, and steam cleans his equipment every other week.

day, or more if the salt build-up in the winter time calls for it. This isn’t just an effort to create a professional appearance: “We find problems when they’re small, such as loose items, and it’s also better for safety,” MacKay says.

MacKay employs three mechanics and basically sticks to three brands: Cat for equipment, Mack for heavy trucks and Ford for pickups. Compact excavators and skid steers form the majority of his fleet, which also includes excavators and Class 8 trucks.

“He’s so knowledgeable about what he buys, he’ll know more about it than I do,” says Mark Bruno, a sales rep with Milton Cat. And, sure enough, during his time with us, MacKay went into the fine points of his 318F wheeled excavator. “It just cruises down the road at 25 mph, and the side camera is so important when you’re driving down the street. The split boom

with a thumb quick coupler is great for underpinning work. I’ve been using wheeled excavators for six years and I can’t live without them.”

MacKay’s equipment philosophy is simple: buy new equipment for every day needs and rent most of the rest. “I definitely rely on rental, especially for large equipment above the 322 size,” he says. For example, he needed the reach of a Cat 374 excavator for a coffer dam job. “The fact that you’re getting a new machine when you rent is worth volumes,” he says. “Rental is huge for me.”

“He’s got a combination of business savvy and street smarts that’s very rare,” says Bruno. “I think a lot of his employees would take a bullet for him, and if they’d take a bullet, you can bet the concrete is going to be poured right.”

“Having those relationships separates you,” MacKay says. “The businesses I see fail are the ones that are isolated. You’ve got to be out there. Even with your competitors, communication is huge.”

EquipmentWorld.com | November 2016 67

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product report

| by Tom Jackson |

TJackson@randallreilly.com

Hybrid technology lets you do the same work with an engine only half the size.

Genie’s diesel-electric boom offers hybrid efficiency – and robust performance

I

s the new Genie hybrid articulating boom aerial lift more like a Tesla or Prius? Both, actually.

Similar to a Prius, the new Genie Z-60/37FE has a small engine coupled to a generator and battery pack and can run off either or both. But where the Prius offers only fuel economy, the Genie offers fuel efficiency and high performance – hence the Tesla comparison.

The Z-60/37 FE gets its fossil-fueled kick from a 24-horsepower, Kubota D1105 diesel engine – a powerplant that’s half the size of the typical engine for this class of aerial lift. But when it comes to performance the Z-60/37FE can give you a full day of work in the in the all-electric mode, or a full week of work on a single tank of diesel in the hybrid mode.

The system couples the output of the engine to a generator and brushless AC motor that will direct power to the drive and lift functions, or to charge the batteries, or both.

Smart control systems combine the diesel power with energy from the batteries for boosted drive and traction.

Independent 4WD Each wheel has an independent drive motor mounted on an oscillating axle. Since the motors run on AC current, they can be fully sealed and even submerged in water without affecting performance, says Adam Hailey, product manager, Terex Aerial Work Platforms, the division of Terex responsible for the Genie brand. The 30-volt, AC drive motors create 3,600 pound-feet of torque each. In the purely electric mode they consume up to 300 amps each, but switch to the hybrid mode and you get an additional 200 amps to boost gradability and performance.

EquipmentWorld.com | November 2016 69

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product report

| continued

With all four wheels getting independent power, electronic traction control can monitor each wheel individually, says Hailey. “If you are losing traction on one wheel, it senses that and reduces the power to that wheel while sending additional power to the wheels that still have traction.”

Never quits Range anxiety is a much talked about issue with electric-drive and hybrid cars, and likewise with previous generations of electricdrive aerial lifts. Not so with the Z60/37FE. “You mitigate the problem of having a dead battery because you get full performance while running off the engine,” Hailey says.

“We can have full performance with a completely dead battery.”

The Genie’s hybrid also offers fast charging. A similar-size non-hybrid machine might take 12 to 14 hours to fully charge, but the Z-60/37FE can go from a dead battery to 80 percent charged in four hours, Hailey says.

of a conventional machine.

The Z-60/37FE is the company’s first hybrid. The system is scalable, says Hailey, although he declined to say when future “FE” hybrid models would be released and in what size ranges.

Dodging the Tier 4 bullet The cost and complexity of Tier 4 Final emissions requirements were significant factors that pushed Genie in the direction of hybrid technology.

The Kubota engine is fuel efficient, but also falls below the threshold for new Tier 4 Final emissions technology. It’s mechanically actuated. There is no high-pressure common rail, and there are no DPFs, DOCs, regens, SCR systems and DEF fluid to drive up complexity and maintenance costs.

In addition to easier maintenance, the lower horsepower engines cost considerably less than emissionscompliant higher horsepower engines. The savings Genie realized from the smaller engine help offset the cost of the electric drive motors and technology. As a result, says Hailey, the Z-60/37FE is competitively priced and close to the cost

Specs The Z-60/37FE aerial lift has an articulating boom with 66 feet of working height, 36 feet, 7 inches of outreach, and 24 feet of up-andover clearance. A 5-foot jib is standard and turns 70-degrees up and 65-degrees down and can rotate the platform 160-degrees.

You can order it with a 6- or 8-foot basket and both will hold up to 500 pounds. Both offer a side entry swing gate and a front sliding midrail entry as standard. The 8-foot platform has an additional side sliding midrail opposite the gate, giving you three entry points.

The machine travels up to 25 percent faster than comparable models and offers 45 percent gradability and a ground clearance of 1 foot 1 inch. It weighs just 17,000 pounds and stows in a footprint of 26 feet 9 inches for convenient transport.

The diesel engine can power the machine entirely by itself, but also couples to a generator that powers the batteries, hydraulics and AC drive motors.

Each wheel gets its own AC drive motor mounted on an oscillating axle. When slippage is detected on one wheel, the control system redirects power to the wheels with better traction.

The 5-foot jib can rotate the basket 160 degrees.

EquipmentWorld.com | November 2016 71

play.google.com/store/apps/details?id=com.rrpub.specguide itunes.apple.com/us/app/spec-guide-2016/id1033339116?ls=1&mt=8

ConExpo - Con/Agg Preview

| by Lucas Stewart |

LucasStewart@randallreilly.com

ConExpo-Con/Agg’s Thursday, Friday education sessions highlight technology, skilled labor shortage

I

n addition to the ability to kick the treads on the latest equipment, ConExpo-Con/Agg has an abundance of educational opportunities. Last month, we detailed some of the Tuesday and Wednesday sessions at the show. This month, we’re highlighting the Thursday and Friday sessions that will be of particular interest to equipment owners.

The show, to be held March 7-11 at the Las Vegas Convention Center, will have a record 143 educational sessions in 10 different tracks, all held at the

adjacent Westgate Hotel (former Hilton). For a complete list of all ConExpo educational sessions, go to conexpoconagg.com.

ConExpo-Con/Agg March 7 -11, Las Vegas Convention Center Educational sessions run Tuesday through Friday, 9:30 a.m. – 4 p.m. at the Westgate Hotel EquipmentWorld.com | November 2016 73

ConExpo - Con/Agg Preview

| continued

Thursday, March 9 9:30 a.m. – 10:30 a.m.

9:30 a.m. – 10:30 a.m.

Improving the Safety of Your Operators Through Technology

Speakers: Del Lisk, Lytx Incorporated; Jason Palmer, Smart Drive

Protecting your employees, equipment, vehicles, site and reputation has never been more critical to the success of your business. In the digital age, the distractions that mobile devices can bring to the jobsite can be dangerous. This session will detail current methodologies, including the use of smart phones, to bolter fleet safety both on the road and on site.

74 November 2016 | EquipmentWorld.com

Optimizing Your Jobsite: Overcoming Skilled Labor Challenges with Machine Controls & Data Analytics

Speakers: Jena Holtberg-Benge and Liz Quinn, John Deere

The construction workforce is shrinking. As a result, businesses must leverage the data coming from their machines, semi-autonomous equipment and production environment to optimize results and generate higher ROI. This session will explore ways to accomplish that using the latest innovations and technology.

Join an Equipment World Peer Group and engage like never before What is a Peer GrouP?

Why join?

A peer group is a small group of noncompetitive contractor principals (no more than 20), formed to engage in frank discussions about business issues, best practices, technology developments, and other topics related to running a successful contractor firm. These discussions take place at two annual live events, two annual group conference calls, and through ongoing dialog in a private, online forum. Here, members can tap into the experience of fellow contractor principals to gain insights on how to better run their business through substantial conversations fostered in an intimate and private setting.

Nothing is more valuable in helping you make new, sound business decisions than the experience of other trusted, successful people who do the same thing you do.

Interact with fellow Access to a private Semi-annual group members at online portal with links benchmarking surveys bi-annual, in person and content relevant to that address key areas meetings your group of your business

Event staff will record Chat with your peers Two conference and deliver a detailed and get your questions calls used to discuss synopsis from each in answered in exclusive benchmarking surveys person meeting group forums and prep for meetings

Please join us!

Learn more about the program and get connected at EquipmentWorldPeerGroup.com.

ConExpo - Con/Agg Preview

| continued

9:30 a.m. – 10:30 a.m.

The Growing Role of Compact Equipment in Earthmoving Speaker: Xenya Mucha, John Deere

The compact equipment segment has been gaining share over the years, as contractors have switched from backhoes to compact excavators, and from 4WD loaders to skid steers. This expert panel discussion will explore the factors defining the market, its growth and what factors to consider when choosing a machine.

9:30 a.m. – 10:30 a.m.

The Future of Equipment Management: Changing Opportunities and Challenges Speaker: Jim Schug, FMI

An equipment fleet manager’s role has changed dramatically over the years, and more changes are expected. This expert panel

76 November 2016 | EquipmentWorld.com

discussion will provide attendees with insight about some of those major changes and how these changes will affect their careers, from both a daily and long term strategic perspective.

11:00 a.m. – 12:30 p.m.

Success or Statistics? Why Some Contractors Fail & Others Thrive in Today’s Volatile Market Speaker: Ron Black, The Mentor Group

The deck seems pretty stacked against today’s contractors; with an industry ROI 45 percent below average, 30 percent of contractors losing money (even in boom years), and the highest turnover rates outside the restaurant industry. Despite these obstacles, some contractors are consistently successful.

This presentation will explore why some contractors succeed and others fail, and how you can mold your strategy to generate growth, strength and long term profits.

World Ma

gazine

ntworld

.com | Se ptembe

r 2016

Annual Equipment World

Spec Guide To order copies of the 2016-17 Equipment World Spec Guide, fill out the form below and fax it to (205) 349-3765 or call 1-800-633-5953, ext. 1173.

s/ arCo s mpact LoBa adckerho s e Load Ex er ca s va to rs /SW hohd veer lss/Toolcar rie Craw rs ler DozeSc rsrMotor Gr aders Lase rs Of /G f-H PS igh way Tru Dick resctional Dr Paillvin s g Equipme AirntCompre ssor

The 18th

equipme

The cost of the print version is only

$49

2016-2017 MORE THAN 40 DIFF MACHINE TERENT YPE ORGANIZEDS

BY SIZE

• Hamm ers/ • Skid Stee Shears • Wheel Lo rs/Compa ct Loader • Backho s • Craw aders/Toolcarriers e Loader ler Dozer • Off-Hig s • Excava s hw • Scrape tors/Sho vels rs/M • Trencher ay Trucks s/Directio • Lasers/G otor Graders nal Drills • Paving PS Equipmen t • Air Com pressors

s

Fax this form to (205) 349-3765 to order your copy today!

Or mail to: Equipment World 2016-17 Spec Guide • P.O. Box 2029 • Tuscaloosa, AL 35403-2029

✔ Yes! Please send me the Equipment World 2016-17 Spec Guide! ❑

Name __________________________________________________________________________ Company _______________________________________________________________________ Address ________________________________________________________________________ City/State/ZIP _____________________________________________________________________ Phone _______________________________________ Fax _______________________________ E-Mail __________________________________________________________________________ Quantity: ___________________________ Total Enclosed $_________________________________ Add sales tax for the following states: NC 6.5%, PA 6%, WI 5%, AL 4%, GA 7%, TX 6.25% Order by Invoice: Purchase Order #___________________________________________________________________ Order by Credit Card: ❑ Visa ❑ MasterCard ❑ American Express Name on card _____________________________________________________________________ Account number______________________________ Expiration Date_________________________ Signature_____________________________________ SSC Code ____________________________

Current equipment specs included: • Air compressors • Skid steers • Compact utility loaders • Backhoe loaders • Excavators • Wheel loaders • Toolcarriers • Crawler dozers • Scrapers • Scraper haulers

• Motor graders • Off-highway trucks • Trenchers • Directional drills • Hammers/shears • Asphalt and concrete pavers • Cold planers • Compactors • Lasers • GPS systems.

ConExpo - Con/Agg Preview

| continued

11:00 a.m. – 12:30 p.m.

A Boomer, GenXer, and Millennial Walk: No-Joke Strategies for Making it All Work

1:00 p.m. – 2:30 p.m.

Electrical Troubleshooting for Technicians and Mechanics Speaker: Dan Sullivan, Brighter Ideas

Speaker: Jim Schug, FMI

Today’s workforce is generationally diverse, with each generation contributing its own distinct values, behaviors, and attitudes. Each of these generations have their own priorities, expectations, approaches, and communication style. When managed properly, these generational differences can be used to create stronger and more innovative teams. This session will detail how to recruit and retain the best workforce for your company.

78 November 2016 | EquipmentWorld.com

This presentation will explore the process of diagnosing and repairing electrical systems by instructing participants on the different processes and tips that every technician must know to manage electrical diagnosis and repair.

1:00 p.m. – 2:30 p.m.

Beyond Dirt & Diesel: Moving Material in the Physical & Digital World to Drive Profit Speaker: Chris Rezendes, INEX Advisors

ConExpo - Con/Agg Preview

| continued

Knowing the ins and outs of your industry will remain a core requirement to finding success in today’s changing markets, but if you can’t prove your capabilities or show evidence of your performance, you may get left out in the cold. Future fleet leaders will not only have to prove their abilities to move material in the physical world, but in the digital world also. This expert panel will share their experiences with attendees, and explain how secure sensing and data instrumentation on critical infrastructure and industrial jobs can secure your company’s future.

1:00 p.m. – 2:30 p.m.

Machine Control for Site Prep Speaker: Dan Samford, Peak Performance Asset Services

1:00 p.m. – 2:30 p.m.

The Future of Making Things: Technology in Construction

Speaker: Matthew Wheelis, Autodesk

Find out how construction’s many challenges will affect the industry and how you and your company can take advantage of the technology that is reshaping the industry. This session will explore real projects from across the globe and show how they created transformative results for their customers and stakeholders using these innovations.

This expert panel discussion will explore how machine control can provide greater value to your company, including best practices and proper utilization in your fleet.

JOIN HCEA TODAY!

READ ALL ABOUT IT!

Join the Historical Construction Equipment Association (a non-profit organization) and receive its quarterly magazine, Equipment Echoes.

Read fascinating articles about all types of old construction equipment, illustrated by beautiful historic photos.

SPrINg

SUE #116

2015 • IS

Choate: LaPlant- Tough!

No Job Too Class ucts 2014 Ind AEM of Fame into Hall facturing nu Ma Insley ion Corporat ng Hero: An Unsu tch Paver Ba The Dr y ain!

Front Ag de…Out le Doub Du

That’s not all we do! We also feature: International Convention & Old Equipment Exposition Held annually and featuring working demonstrations and static displays.

National Construction Equipment Museum and Archives A world-renowned collection, open to the public, of everything from fully restored antique machinery to 1800s literature and photographs.

Thank you for your interest and support!

It’s only $35 US in the USA and Canada, $45 US all others. To join, call us at 419-352-5616, or mail a check or money order to HCEA, 16623 Liberty Hi Road, Bowling Green, Ohio 43402.

Join online and learn more about us at www.hcea.net.

80 November 2016 | EquipmentWorld.com Untitled-1 1

8/17/15 9:42 AM

Friday, March 10 9:30 a.m. – 10:30 a.m.

Equipment Operator Machine Walk-Around Inspections

can affect your ability to achieve density, including temperature, equipment and roller patterns. This session will cover the four forces of compaction and how they are applied by various types of rollers. Attendees will learn how to use communication and consistency to balance laydown and compaction to achieve quality pavements.

Speaker: Joseph Giovinazzo, Petrocon

This comprehensive presentation will teach operators and mechanics what to look for in equipment walk-around inspections, including proper fluid handling techniques when topping off, and proper ISO cleanliness standards for fluid handling and hydraulics. Attendees will learn how to be better prepared to troubleshoot problem areas with their equipment and improve their procedures.

1:00 p.m. – 2:30 p.m.

Best Practices for Asphalt Compaction Speaker: Todd Mansell, Caterpillar

Achieving adequate density and smoothness of asphalt mixtures is critical to the performance of asphalt pavements. Many factors

1:00 p.m. – 2:30 p.m.

The Future is Now! Move More Dirt at a Lower Cost Using Machine Control Speaker: William Bauman, John Deere

This presentation will take an in-depth look at the underlying efficiency opportunities in today’s earth moving processes.

Participants will learn about their options and the benefits of 2D and indicate systems, including 3D systems, masted systems and Integrated Grade Control Systems.

Note: To review all sessions available to ConExpo attendees, go to conexpoconagg.com.

To order, call (800) 430-4540 or visit www.equipmentworld.com/roady-order-form Email: roady@equipmentworld.com EquipmentWorld.com | November 2016 81 Roady_EW_halfpage_EW0415.indd 1

3/25/15 8:52 AM

TRAIL

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in high stress areas

• 10” I-beam Crossmembers on 12” centers in outer bays • Covered Knuckle/Boom Trough allows for low-profile transport • Sealed Electrical System and rubber-mounted LED lights reduce maintenance costs • A 3rd Lift Axle offers on-the-road versatility • Adjustable Ride Height Control conveniently located near rear tail channel • Heavy-Duty Pullout Front Outriggers at concentrated weight pivot point provides extra strength

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Have a heavy haul? Contact your nearest TRAIL KING dealer or call 800.843.3324 to learn more.

Trailer Directory

TRAILER DIRECTORY 2016

6-INCH GROUND CLEARANCE MAKES ROOM FOR EXTRA-TALL CARGO Felling Trailers’ X-Force Hydraulic Detachable Gooseneck model line now comes in a “Super Low” deck height available on the X-Force SL Series. This height provides an 18-inch usable level deck height with a 6-inch ground clearance. The SL Series is capable of transporting asphalt milling machines, paving equipment, tracked excavators and other machines with tall transport heights. It is offered in four capacities: the XF-70-2 HDG-SL (35-ton capacity), the XF-100-3 HDG-SL (50-ton capacity), the XF-110-3 HDG-SL (55-ton capacity), and the XF-120-3 HDG-SL (60-ton capacity).

SELF-CONTAINED LIFTGATE PROVIDES EASY LOADING

SELF-LEVELING AND NON-TILTING TRAILER RAISES AND LOWERS HYDRAULICALLY

Doonan Specialized Trailer has installed a Raillift RC-2B lift gate on their Chaparral II flatbed trailer. The aluminum 28-foot by 102-foot, two-axle trailer meets medium-duty load requirements. Its selfcontained, low maintenance lift gate provides easier loading and unloading from the rear of the trailer and ensures a level ride for maximum load stability. The Maxon lift gate has a load capacity of up to 2,000 pounds.

With load capacities from 2,000- to 12,000-pounds and the maximum deck space available, the Airtow trailer can meet many hauling needs. The Airtow’s automatic, self-adjusting air suspension adjusts for weight being carried and side-to-side weight differences, providing a level ride. The trailer deck remains level as it lowers itself to the ground using hydraulics, allowing it to be loaded easily by one person without the use of dangerous loading ramps. After loading, the deck can then be raised to the travel position in less than 15 seconds.

EquipmentWorld.com | November 2016 83

Trailer Directory

| continued

REMOVABLE GOOSENECK CAN BE CONNECTED ON UNEVEN GROUND The Fontaine Magnitude 60 Class trailer is lightweight, and handles 60 tons in 12 feet. It is fabricated with 100,000-pound minimum yield steel flanges, giving it added durability. The Magnitude 60 is equipped with a 26-foot clear deck length and a loaded deck height of 22 inches, with 6 inches of ground clearance. The DSR (drop side rail) model features a 14.5-inch loaded deck. The removable hydraulic gooseneck can be connected or disconnected in a matter of seconds, and can be connected on uneven ground.

ROGERS GENTLE RISER PROVIDES HEAVY-DUTY HAULING VERSATILITY The Rogers Gentle Riser trailer design combines extra easy loading with a spacious deck. It can carry most types of equipment, including paving equipment to excavators. The 35- to 65-ton trailers are available with the Rogers NoFoot detachable gooseneck; 50- to 65-ton units can use the Rogers CobraNeck detachable gooseneck. All Rogers Gentle Riser trailers feature the Croucher design; a low tapered front paired with a variety of ramp options for safe and easy loading. The Gentle Riser feature allows easy access from the trailer deck up on to the rear frame for further loading flexibility.

HEATED TRAILER FOR COLD WEATHER JOBS LubeMate Open and Enclosed Lubrication Service Trailers are customdesigned for the construction and oilfield industries. Common upfits include systems for new and salvaged oil, diesel, antifreeze, DEF, grease, used filter drain storage, and heating systems for individual product tanks. The entire trailer can be heated for cold weather applications. Other benefits of an enclosed trailer include added security to on-site service equipment, independently mounted tanks with vibration dampening springs and pads, and shelving for filters and storage.

84 November 2016 | EquipmentWorld.com

NEW SLT DESIGNED WITH EXPANDED STORAGE AND FLUID OPTIONS Thunder Creek Equipment’s new Service and Lube Trailer (SLT) has a new chassis and front-end design, expanded storage in the front and rear utility boxes, and a modular design that allows owners to add new features or components at will. It features a modular tank design capable of holding 440 gallons of fluid in up to eight tanks, with combinations of 25, 55 and 110 gallons. Options include tanks for diesel fuel, oil delivery (engine or hydraulic), used oil reclamation, grease delivery, antifreeze, DEF and other fluids based on field maintenance needs.

EquipmentWorld.com | November 2016 85 Untitled-56 1

10/26/16 9:07 AM

Trailer Directory

| continued

HEAVY HAULER WITH PLENTY OF OPTIONS Towmaster’s 60-ton Detachable Gooseneck trailer is built to haul heavy equipment, and is designed for quick and easy detachment for loading and reattachment. The gooseneck locks to the main deck with an air-controlled locking pin. The main deck is 24-feet long to accommodate longer and heavier equipment and is standard with an open boom well in the axle area. Outriggers are standard for wider loads, and the ride height can be adjusted. The 12-foot 10-inch gooseneck has a 108-inch swing clearance, and is reinforced with 10-inch I-beam crossmembers.

HYDRAULICALLY OPERATED FOLDING RAMPS FOR EASIER LOADING Trailboss Trailers manufactures its paver special line in a 35- or 50-ton lowboys and 20- or 25-ton tag-a-long configurations.

Custom bed lengths are available with a 6-foot dovetail and 11-foot hydraulically operated folding ramps for a 9 1/2-degree load angle.

NON-GROUND BEARING DETACHABLE TRAILER FOR HEAVY HAULS Landoll’s newest trailer, the 855E-HD Construction detachable trailer features a 110,000-pound capacity within 12 feet 102inch wide, hydraulic quick couplers, Grote wiring harness and LED lighting. The trailer has ABS 4S/2M sensors and full air with spring brakes on three axles, and the gooseneck has seven ride heights to choose from. The operator can lower the deck to within a few inches of the ground or fully operate the trailer with 6.5 inches of loaded ground clearance. The gooseneck is 12-feet 5-inches with dual drop-in pin settings of 108-inches and 90-inches.

86 November 2016 | EquipmentWorld.com

XL SPECIALIZED INTRODUCES ITS FIRST POWER TAIL TRAILER XL Specialized Trailers has added a new trailer to their lineup; the XL 80 Power Tail. Designed for transporting mediumduty construction equipment, the trailer features a hydraulic fold-under flip tail ramp for quick loading and unloading of ungainly equipment.

With a load angle of 10 degrees, the hydraulic tail can handle man lifts, rollers, forklifts and paving equipment. The XL Power Tail is rated at 80,000 pounds overall and 50,000 pounds concentrated in 10 feet, and the tail has a lifting capacity of 25,000 pounds for loads centered on the main platform. The tail is comprised of two sections: an 8-foot 8-inch platform ramp and a 60-inch flip tail. Lug-style hinges prevent debris from accumulating, keeping both hinge points clean.

EquipmentWorld.com | November 2016 87

Trailer Directory

| staff report

LO RISER INCLINING PLATFORM TRAILER HAS A 16,000-POUND CAPACITY

Advance Metalworking’s Lo Riser trailer hydraulically lowers to ground height with the flip of a switch and allows smooth, drive-on access without any crown point to fight for quickly loading or unloading cargo or equipment. The enhanced safety features, and simple operation allow one person to easily load and transport cargo. The four-position ball hitch enables the Lo Riser to adjust to various vehicle heights. Other features include a 4-degree minimum angle on the built-in ramp, a 19,725-pound GVWR and a four-to-one payload-to-trailer weight ratio.

Like /EquipmentWorld Follow @Equipment_World Connect: Equipment World Magazine Subscribe /EquipmentWorld 88 November 2016 | EquipmentWorld.com

EXTENDED LENGTH HYDRAULIC-TAIL EQUIPMENT TRAILER FEATURES 30-FOOT DECK LENGTH The GTD-24-HT TrailMax Medium Hydraulic Tail series can tackle a broad range of applications, and works well for multiple piece loads, including loading and transporting on the hydraulic tail. It offers a total deck length of 30 feet, which is 3-foot longer than the standard GTD-24-HT. It is constructed of top quality and durable tube steel construction in the sub-frame and 4-inch tubular deck crossmembers, and features a fold out tail with a knife edge design. The hydraulic ramp can lift 10,000 pounds and be raised upwards to dock height.

EquipmentWorld.com | November 2016 89

World Ma

gazine

ntworld

.com | Se ptembe

r 2016

Annual Equipment World

Spec Guide To order copies of the 2016-17 Equipment World Spec Guide, fill out the form below and fax it to (205) 349-3765 or call 1-800-633-5953, ext. 1173.

s/ arCo s mpact LoBa adckerho s e Load Ex er ca s va to rs /SW hohd veer lss/Toolcar rie Craw rs ler DozeSc rsrMotor Gr aders Lase rs Of /G f-H PS igh way Tru Dick resctional Dr Paillvin s g Equipme AirntCompre ssor

The 18th

equipme

The cost of the print version is only

$49

2016-2017 MORE THAN 40 DIFF MACHINE TERENT YPE ORGANIZEDS

BY SIZE

• Hamm ers/ • Skid Stee Shears • Wheel Lo rs/Compa ct Loader • Backho s • Craw aders/Toolcarriers e Loader ler Dozer • Off-Hig s • Excava s hw • Scrape tors/Sho vels rs/M • Trencher ay Trucks s/Directio • Lasers/G otor Graders nal Drills • Paving PS Equipmen t • Air Com pressors

s

Fax this form to (205) 349-3765 to order your copy today!

Or mail to: Equipment World 2016-17 Spec Guide • P.O. Box 2029 • Tuscaloosa, AL 35403-2029

✔ Yes! Please send me the Equipment World 2016-17 Spec Guide! ❑

Name __________________________________________________________________________ Company _______________________________________________________________________ Address ________________________________________________________________________ City/State/ZIP _____________________________________________________________________ Phone _______________________________________ Fax _______________________________ E-Mail __________________________________________________________________________ Quantity: ___________________________ Total Enclosed $_________________________________ Add sales tax for the following states: NC 6.5%, PA 6%, WI 5%, AL 4%, GA 7%, TX 6.25% Order by Invoice: Purchase Order #___________________________________________________________________ Order by Credit Card: ❑ Visa ❑ MasterCard ❑ American Express Name on card _____________________________________________________________________ Account number______________________________ Expiration Date_________________________ Signature_____________________________________ SSC Code ____________________________

Current equipment specs included: • Air compressors • Skid steers • Compact utility loaders • Backhoe loaders • Excavators • Wheel loaders • Toolcarriers • Crawler dozers • Scrapers • Scraper haulers

• Motor graders • Off-highway trucks • Trenchers • Directional drills • Hammers/shears • Asphalt and concrete pavers • Cold planers • Compactors • Lasers • GPS systems.

Trailer Directory

| continued

VIPER INCLUDES HIGHWAY TOWING PACKAGE Vanair Manufacturing’s Viper series includes a towable running gear and comes in either a gas or diesel version.

It is more compact, economical, and offers greater fuel efficiency than a 185-cfm tow behind unit, says the company.

The standard rotary screw system provides 80 cfm at up to 150 psi, and it packs enough punch to operate a 90-pound jackhammer and piercing tools.

Additional features include auto variable throttle control, restart smart technology and auto engine off.

GET THE FACTS

about cold weather performance by BEKA!

For winter weather and high altitudes, you need a BEKA auto-lube system to keep your equipment running smooth.

• Cast aluminum base resists hot/cold temperature swings and witstands impacts without leaks • No springs! Eccentric drive gear ensures reliable service in all climates and conditions • Engineered to pump grease down to -13°F/-25°C Find out why industries are choosing BEKA for today’s best-built auto-lube systems.

Call 1.888.862.7461 or email us at info@beka-lube.com.

1.888.862.7461

ww w. beka-lube.com B E K A

-

L U B R I C AT I O N

S P E C I A L I S T S

S I N C E

1 9 2 7

EquipmentWorld.com | November 2016 91 026-106E Agg Manager - Facts 4.5x4.5 4C.indd 1

2016-10-05 4:49 PM

Want to know what 10,885 U.S. operations are up to?

Get the the most current information with the 2016 Aggregates Industry Atlas and the Atlas on CD. While the printed version of the Aggregates Manager 2016 Aggregates Industry Atlas will become an integral part of doing your job, don’t forget to order your copy of the Atlas on CD to see additional information about companies’ mine locations, types of rock mined, GPS coordinates, pertinent facts about companies listed in the atlas, and more.

Y o u r

Purchase in Print

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g u i d e

INDUSTRY

ATLAS

YOUR GUIDE TO AGGREGATES OPERATIONS, LOCATIONS & OWNERSHIP

11 19 29

Are your equipment acquisitions keeping pace?

We review equipment trends by the numbers

USGS releases its list of top crushed stone producers

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Plus shipping and handling: $8.70/CD

Plus $4.50/Atlas shipping and $8 handling fee

To order, visit AggManAtlas.com or call 224-723-5372.

pro pickup

| staff report

JUST BECAUSE IT’S COOL…

W

e do massive amounts of pickup truck coverage on our website, equipmentworld.com, most of which doesn’t make the pages of the magazine. This month, we thought we’d take a break from our more serious pickup coverage and give you a taste of how much fun we have on our site. Enjoy!

GM, U.S. Army team up on hydrogen fuel-cell-powered Chevy Calling it the “most extreme off-road-capable fuel-cell-powered electric vehicle it’s produced”, GM has unveiled the Colorado ZH2. The truck was developed from contract to concept in less than a year through a collaboration between GM engineers and the U.S. Army Tank Automotive Research, Development and Engineering Center.

GM says the hydrogen fuel cell inside the Colorado ZH2 has accumulated 3.1 million miles in both civilian and military test environments. Featuring a striking paint scheme that fades from camouflage on the front end into a sharp sand-like shade on the rear, the ZH2 is built atop a stretched Colorado chassis.

It sits on 37-inch tires and a specially modified suspension that enables it to traverse “all manner of terrain,” GM says.

Meet the Pruck – a Prius truck Tired of waiting on Toyota to produce a hybrid pickup, a retired engineer has made one of his own. Ruud Hartog, 75, created what he calls his Pruck from a wrecked 2005 Prius. After spending roughly $5,300 and plenty of time in his garage, Hartog recently emerged with a head-turning truck that averages 43 mpg.

“I like the Toyota Prius – the electronics and the tech setup,” Hartog told the Tampa Bay Times. Transforming the Prius into a truck was no easy task, especially since the unibody hybrid was not designed for heavy hauling. Steps for reinforcement included welding the rear doors shut and welding cross members into place.

The bed of the truck is made of two layers of high-strength plywood and steel. Keeping careful track of the vehicle’s weight, Hartog says his Pruck weighs an additional 46 pounds over the vehicle’s original weight. That puts total passenger and cargo capacity at around 800 pounds or so. A lift kit is available, but he hasn’t taken on that project yet.

EquipmentWorld.com | November 2016 93

equipmentworld.com | November 2016

®

2016 BETTER ROADS

BRIDGE

INVENTORY P.18

AD INDEX Equipment World November, 2016 Advertiser

Funding improves: State and local highway departments take charge

HEAVY TRUCKS:

P. 26 Page P. 33 88, 96

Emissions regs, AMTs help haulers evolve

Web URL

CLEAN FUEL:

Advance Metalworking

www.advancemetalworking.com

AEMP Membership

www.aemp.org

Airtow Trailers

www.airtow.com

87

Asphalt Pavement Alliance

www.driveasphalt.com

59

BekaWorld (formerly Beka-Max of America)

www.beka-lube.com

91

BKT USA, Inc.

www.bkt-tires.com

29

Bobcat Parts Operation

www.bobcat.com/choosetires

Caterpillar, Inc.

www.cat.com/equipmentfinancing

Checkers Industrial Safety Products

www.checkers-safety.com

48

Clearspan Fabric Structures

www.clearspan.com/adew

97

Conexpo-Con/Agg 2017

www.conexpoconagg.com

42

Crafco, Inc.

www.crafco.com

68

Ditch Witch

www.ditchwitch.com

52

Dominion Equipment Parts, LLC

www.depparts.com

97

Doosan Construction Equipment

www.doosanequipment.com/randy1

35

Fab Fours

www.fabfours.com

95

Felling Trailers

www.felling.com/eq-world

89

Force America, Inc.

www.varitech-industries.com

25

Freightliner Trucks

www.freightlinertrucks.com

2-3

Geith, Inc.

www.geith.com

43

HCEA

www.hcea.net

80

H-E Parts International

www.h-eparts.com

32

JCB

www.jcbna.com

Kendall Motor Oil

www.thenexthdeo.com

Kohler Engines

www.kohlerengines.com/kdi

7

Komatsu America

www.komatsuamerica.com

10

Level Best

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38

Link-Belt Excavators

www.lbxco.com

21

Lock and Lube

www.locknlube.com

96

Mobile Barriers, LLC

www.mobilebarriers.com

48

Montabert

www.montabertusa.com

41

Phillips 66 Lubricants

www.phillips66lubricants.com

Pioneer Bridges

www.pioneerbridges.com

RAM Commercial Trucks

www.ramtrucks.com

Ray-Tech Infrared Corp.

www.raytechinfrared.com

61

Rome Plow

www.romeplow.com

60

Rubbertrax, Inc.

www.rubbertrax.com

96

Scott Equipment

www.scottcompanies.com

Shell Rotella

www.rotella.com

30-31

Top Bid

www.topbid.com

79

Towmaster, Inc.

www.towmaster.com

85

Toy Trucker & Contractor Magazine

www.toytrucker.com

Trail King Industries

www.trailking.com

Universal Impact Technologies

www.powersledge.com

96

Vanair Manufacturing, Inc.

www.vanair.com

36

VMAC

www.vmacair.com

49

Volvo Trucks North America

www.volvotrucks.us.com

17

Wirtgen America, Inc.

www.wirtgenamerica.com

14

World of Concrete 2017

www.worldofconcrete.com

70

Zoro Tools, Inc.

www.zoro.com

44

94 November 2016 | EquipmentWorld.com

Here’s why it’s now more important than ever

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Creating a “tribute truck” Legacy Trucks in Wyoming continues to attract attention for its restored and customized classic American pickups. Though it’s best known for restoring early Dodge Power Wagons, the company continues to take on new projects, including transforming a 1955-1959 Chevy or GMC 3100 series truck into a NAPCO 4×4. Upgrades make the truck safer, more comfortable and more powerful while still paying tribute to its vintage roots. In fact, Legacy dubs their builds “tribute trucks,” according to FoxNews.com.

The Legacy Chevy NAPCO 4×4 gets a new frame, suspension from Alcan Spring and Offroad Design and Dynatrac ProRock axles with disc brakes. Vintage-style 16-inch wheels are paired up with Toyo Open Country R/T all-terrain tires.

Powertrain options include your choice of two V8s: a 350-horsepower, 5.3-liter engine or a more stout 430-horsepower, 6.2-liter matched with either a four-speed automatic transmission or 5-speed manual.

Legacy’s NAPCO 4×4 sells for around $135,000, but price varies depending on customer preferences.

How do you make Ford’s 2017 Raptor even more beastly?

How about throwing a couple more wheels on the rear end? That’s just what Hennessey has done with the head-turning 2017 VelociRaptor 6×6. Based on the 2017 F-150 Raptor, the VelociRaptor 6×6 boosts Ford’s already impressive 450 horsepower to 600-plus thanks to a twin turbo upgrade and re-tuned factory computer.

“Our VelociRaptor 6×6 is pure aggression on wheels – all six of them,” said company founder John Hennessey.

The VelociRaptor 6×6 concept includes the base 2017 Raptor 4-door truck, 6x6 locking rear axles, upgraded Fox suspension, upgraded 20-inch wheels and off-road tires, special front and rear bumpers, a rollbar and LED lights.

Brace yourself: The VelociRaptor 6×6 starts at $295,000.

EquipmentWorld.com | November 2016 95

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final word | by Tom Jackson

TJackson@randallreilly.com

War or infrastructure?

B

y the time you read this the United States will have a new president-elect. But if there is one attribute both candidates had in common is they both bashed China. Donald wants a trade war. Hillary had her “pivot to Asia.”

That’s the benefit of living in a democracy.

You get to choose your own flavor of stupid.

China is no democracy, but that brings certain advantages. Their government can focus on things that are good for the county, not just good for lobbyists, politicians and TV ratings.

And what China is focused on these days is not war, but infrastructure. The stats don’t lie: China spends 8.6 percent of its GPD on infrastructure. We spend 2.5 percent. And in dollar amounts, China spends $129 billion on their military annually. We spend $571 billion.

China seems to have figured out something our Greatest Generation understood years ago when they created the Federal Highway Program – that spending on infrastructure boosts middle class wages and jobs.

In the 1950s, 60s and 70s, we spent 6 to 7 percent of GDP on infrastructure. The economy was great and middle class jobs and wages were terrific. Now that we’ve let that dwindle down to 2.5 percent, wages are terrible, half the men in the country aren’t working, drug abuse is soaring and national pride has collapsed in the wake of the most corrupt and contemptible presidential race in American history. Coincidence? I think not. Causation or correlation? Open for debate.

There are critics of China’s infrastructure push. In their paper: “Does Infrastructure Investment Lead to Economic Growth or Economic Fragility? Evidence from China,” Atif Ansar, Bent Flyvbjerg, Alexander Budzier and Daniel Lunn at Oxford’s Said Business School

98 November 2016 | EquipmentWorld.com

call into question the value of China’s infrastructure spending. Their study of 95 completed projects showed cost overruns (31 percent on average), benefit shortfalls and rail projects that took 25 percent longer than usual.

But those kind of cost overruns and delays don’t hold a candle to budget blowouts like Boston’s Big Dig, or the decades it seems to take to build highways in this country. And the paper’s conclusion that China’s big spend on infrastructure is bad for their national debt may well be true; but it’s laughable in the face of the fact that our national debt has rocketed up from $5.6 trillion in 2000 to $18.2 trillion last year.

And what do we have to show for all our deficit spending? China has 10 bullet train projects underway. We have one – and 15 continuous years of wars and unresolved military conflicts.

A healthy economy needs the right balance of blue collar and white collar jobs; of manufacturing, farming, high-tech, service jobs and infrastructure. That requires some level of involvement from the government, much to the libertarians’ dismay, but we can’t all be software programmers, or Wall Street bankers or work for the military industrial complex.

Somebody has to put food on the table and roofs over heads.

When it’s put to the vote, citizens overwhelmingly approve bond initiatives to build or improve state and local infrastructure. And I feel reasonably certain that if we got to vote on wars, we’d have a lot fewer of them.

So what’s it going to be, Mr. or Mrs. President-elect: War or infrastructure? Can our democracy, flawed as it is, outperform China’s autocracy? We need an answer soon.

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